VM 

74-\ 
U484- 


UC-NRLF 


REPORT 


OF   THE 


JR^o*^ 
"HOHENSTEIN  BOILER"  AND  "LIQUID  FUEL"  BOARDS, 


.tJ'WJl'- 


SHOWING 


RELATIVE  EVAPORATIVE  EFFICIENCIES  OF  COAL 

AND  LIQUID  FUEL  UNDER  FORCED  AND 

NATURAL  DRAFT  CONDITIONS 


AS   DETERMINED   BY 


AN  EXTENDED  SERIES  OF  TESTS 


MADE   BY    DIRECTION   OF 


EEAE-ADMIEAL  GEORGE  W,  MELVILLE, 

Engineer  in  Chief,  U.  S.  Navy. 


WASHINGTON: 

GOVERNMENT    PRINTING    OFFICE. 
1902. 

JOH|M  S.  PRELL 

Civil  <Sr  Mechanical  Engineer. 


EXTRACT  FROM  REPORT  OF  THE  CHIEF  OF  BUREAU  OF  STEAM 
ENGINEERING,  RELATING  TO  COMPARATIVE  TESTS  OF  COAL 
AND  OIL  MADE  UNDER  A  WATER-TUBE  BOILER  OF  THE 
HOHENSTEIN  DESIGN,  ALSO  OFFICIAL  REPORT  OF  THE  STEAM- 
SHIP "MARIPOSA"  BURNING  LIQUID  FUEL. 


THE  PROBLEM  OF  THE   WATER-TUBE  BOILER — THE   HOHENSTEIN   BOILER 

TRIALS. 

The  present  problem  of  the  modern  battle  ship  is  not  that  of  the 
gun  and  its  mount,  but  the  boiler  and  its  installation.  The  gun  is 
mounted  in  the  most  favorable  position  for  care,  operation,  and  inspec- 
tion, and  practically  everything  on  board  ship  is  subordinated  to  its 
efficient  working.  Since  a  large  factor  of  safety  is  given  to  every  part 
of  the  weapon  that  is  subjected  to  shock,  the  gun  can  only  be  impaired 
by  incompetence,  neglect,  or  by  chemical  action  of  the  explosive. 
Before  it  is  placed  in  a  turret  or  redoubt  it  is  fully  tested,  but  it  is 
never  put  on  board  ship  if  there  is  a  suspicion  that  it  has  been  subject 
to  undue  strain. 

The  boiler,  on  the  other  hand,  is  placed  beneath  the  protective  deck 
just  above  the  bilges  and  near  the  bunkers.  It  is  installed  in  compart- 
ments that  are  avoided  rather  than  sought  by  other  than  engineer  offi- 
cers While  a  careful  test  is  made  of  the  structure  before  being  placed 
in  the  vessel,  it  must  necessarily  be  subjected,  even  before  installation, 
to  conditions  that  often  impair  its  strength.  In  its  construction  many 
of  the  plates  are  subjected  to  the  severest  kind  of  flanging,  and  its  effi- 
cient inspection  is  much  more  difficult  than  that  of  the  gun.  As  there 
has  been  a  progressive  demand  for  increased  steam  pressures,  the  fac- 
tors of  safety  used  in  designing  a  marine  boiler  are  progressively 
becoming  smaller.  The  conditions  under  which  the  boiler  is  operated 
necessarily  cause  some  of  the  parts  to  be  subjected  to  rapid  corrosion, 
and  only  incessant  care  and  attention  can  prevent  the  disablement  or 
rupture  of  the  structure. 

The  experience  of  the  United  States  Navy  with  the  boilers  of  the 
torpedo  boats  and  torpedo-boat  destroyers  ought  to  afford  some  star- 
tling evidence  as  to  the  manner  in  which  incompetent  or  untrained  men 
can  impair  or  destroy  the  efficiency  of  these  steam  generators.  The 
agitation  in  Great  Britain  over  the  navy-boiler  question  ought  also  to 
convince  naval  administrators  that  the  boiler  problem  is  the  naval 
problem  of  the  hour. 

In  view  of  the  British  experience  with  the  Belleville  boiler,  it  is  not 
surprising  that  the  general  public  of  that  Empire  regard  the  boiler 
commission,  now  in  session,  as  the  most  important  board  appointed 
by  the  Admiralty  during  the  past  ten  years.  The  membership  of  this 
board  comprises  distinguished  experts  within  and  without  the  naval 
service.  This  board  has  been  in  session  nearly  two  years  investigating 

798  3 


4  BUREAU    OF    STEAM    ENGINEERING. 

the  question  as  to  which  type  of  marine  boiler  is  most  suitable  for  use 
in  the  navy  as  the  one  of  approved  design.  The  Admiralty  regard  the 
solution  of  this  problem  as  of  vital  importance  to  the  efficiency  of 
the  British  fleet,  for  it  has  been  discovered,  after  installing  over  a  mil- 
lion and  a  quarter  of  horsepower  of  boilers  of  particular  design,  that 
a  doubt  has  arisen  as  to  whether  or  not  this  particular  form  of  boiler 
should  have  been  settled  upon  as  the  approved  type  for  the  naval 
service.  A  series  of  evaporative  and  endurance  tests  have  been  made, 
and  the  more  carefully  the  question  is  investigated  the  more  important 
does  it  appear  in  relation  to  the  operation  of  a  modern  navy. 

The  work  of  the  British  boiler  commission  will  have  a  very  important 
influence  upon  naval  construction,  since  it  will  cause  thoughtful  experts 
to  give  more  attention  to  the  design,  construction,  installation,  and 
operation  of  the  boiler.  One  must  have  experience  in  the  operation 
of  a  modern  marine  boiler  to  appreciate  the  intelligence,  skill,  and  care 
that  must  be  devoted  in  keeping  it  in  a  state  of  efficiency.  The  boilers 
are  the  lungs  of  a  vessel,  although  this  fact  is  not  generalhT  understood. 
It  was  not  man}^  years  ago  when  a  naval  officer  of  high  rank  spoke  of 
the  boilers  as  "the  steam  tanks  in  the  bottom  of  the  ship,"  it  being 
probably  his  impression  that  these  tanks  could  be  tapped  like  a  gas- 
ometer, and  it  was  the  fault  of  the  fireman  if  the  boiler  output  wras  not 
sufficient  at  all  times. 

While  the  war  ship  may  be  nothing  more  than  a  gun  platform,  it 
requires  considerable  power  to  move  a  platform  of  11,500  tons  at  a 
high  speed  in  a  heavy  sea.  This  platform  is  not  only  expected  to  be 
maneuvered  rapidly,  but  to  steam  uninterruptedly  for  a  distance  of  one- 
fourth  the  way  around  the  world.  The  battle  ship  that  can  not  make 
the  enemy's  coast  the  first  line  of  defense  is  limited  in  the  field  of  its 
usefulness,  and  when  operating  at  such  distance  the  value  of  the  boiler 
factor  comes  only  second  to  the  value  of  the  factor  of  the  gun. 

The  efficiency  of  the  war  ship  of  the  several  naval  powers  is  simply 
proportionate  to  the  efficiency  of  their  boilers  and  the  character  of 
their  personnel.  Neither  in  armor,  armament,  or  machinery  is  there 
any  vital  difference  between  the  battle  ship  of  the  several  nations.  In 
these  respects,  the  last  ship,  wherever  designed,  is  the  best,  for  as 
regards  draft,  tonnage,  thickness  and  extent  of  armor,  character  and 
distribution  of  guns,  and  design  of  machinery,  every  nation  has  settled 
upon  a  type  of  vessel  that  meets  its  particular  requirements,  and  each 
navy  has  therefore  secured  the  best  for  its  particular  purpose. 

The  boiler  problem,  however,  has  been  unsolved.  Without  taking 
into  consideration  the  question  of  personnel,  the  value  of  the  war  ships 
of  the  different  naval  powers  can  be  measured  by  the  efficiency  and 
endurance  of  the  steam  generator  installed  in  the  vessel.  This  fact 
may  not  be  appreciated  in  its  fullness  at  the  present  time,  but  the 
experience  of  the  coming  five  years  with  the  ships  nearing  completion 
will  conclusively  show  that  in  coming  naval  conflicts  the  question  of 
victory  may  be  quite  as  much  dependent  upon  the  battle  of  the  boilers 
as  the  contest  between  the  guns. 

With  a  deep  appreciation  of  the  necessity  of  soon  settling  upon  an 
approved  type  of  marine  boiler  for  the  battle  ships  and  armored  cruis- 
ers of  the  United  States  Navy,  the  Bureau  has  invited  competition 
among  designers.  It  believes,  however,  that,  if  possible,  a  boiler  of 
American  design  should  be  adopted,  and  that  this  marine  boiler  should 
be  a  development  of  one  in  general  use  on  shore.  By  seeking  a  design 
that  is  familiar  to  thousands  of  firemen  on  shore,  an  important  mili- 


BUREAU    OF    STEAM    ENGINEERING.  5 

tary  advantage  would  be  secured,  since  in  time  of  emergency  there 
could  thus  be  recruited  for  the  naval  service  water  tenders  and  tire- 
men  who  had  operated  almost  similar  steam  generators,  and  who  would 
therefore  require  but  little  training  to  familiarize  themselves  with  the 
duty  on  board  ship.  While  the  Navy  can  and  ought  to  do  some  effi- 
cient work  in  training  firemen,  it  would  be  very  advantageous  to  the 
service  if  the  enlisted  force  in  the  stokeholes  could  have  considerable 
preliminary  training  with  boilers  of  nearly  like  design  to  the  one  in 
most  extensive  use  as  the  approved  type  for  the  Navy. 

There  is  now  being  built,  for  the  battle  ships  in  course  of  construc- 
tion, water-tube  boilers  of  three  distinct  types.  Practically  four- 
sevenths  of  this  boiler  power  will  be  of  the  Babcock  &  Wilcox  design, 
two-sevenths  of  the  Niclausse,  and  one-seventh  of  the  Thornycroft. 
These  types  include  the  best  of  representative  groups  of  water-tube 
boilers,  and  a  sufficient  installation  of  each  kind  will  be  secured  to  test 
the  efficiency  and  endurance  of  the  several  designs. 

About  two  years  ago  the  Bureau  was  informed  that  another  Ameri- 
can boiler  firm,  with  considerable  financial  backing,  desired  to  enter 
the  field  of  marine-boiler  construction.  In  keeping  with  the  Bureau's 
policy  of  inviting  competition,  encouragement  was  therefore  given  the 
Oil  City  Boiler  Works  to  design  and  build  a  marine  boiler  and  turn 
it  over  to  the  Bureau  for  test  as  to  its  evaporative  efficienc}^  and 
endurance. 

The  question  of  entering  upon  the  field  of  marine-boiler  construc- 
tion had  been  carefully  considered  by  the  Oil  City  Boiler  Works.  As 
the  officials  of  that  establishment  believed  that  the  time  was  not  far 
distant  when  there  would  be  a  large  demand  for  marine  water-tube 
boilers,  they  volunteered  to  equip  an  experimental  plant  at  the  com- 
pany's expense.  The  boiler  was  of  sufficient  size  to  thoroughly  test 
its  adaptability  for  naval  purposes.  There  was  therefore  constructed 
a  steam  generator  whose  limitations  as  to  weight,  height,  and  floor 
space  were  similar  to  the  conditions  prescribed  for  the  cruiser  Denver, 
and  these  conditions  are  in  many  respects  the  most  severe  that  have 
been  exacted  by  the  Department.  Eighteen  months  ago  the  experi- 
mental plant  was  completed,  and  there  was  placed  at  the  disposal  of 
the  Bureau  a  boiler  of  the  Hohenstein  design. 

The  boiler  was  installed  in  an  air-tight  steel  house,  this  structure 
likewise  approximating  to  one  of  the  fire  rooms  of  the  cruiser  Denver. 
All  the  limitations  and  difficulties  that  were  met  with  in  the  installa- 
tion of  the  boilers  of  the  cruiser  Denver  were  therefore  designedly 
encountered  in  the  installation  of  the  experimental  plant. 

It  was  well  understood  before  the  Bureau  undertook  to  experiment 
with  this  boiler  that  the  character  and  extent  of  the  data  to  be  collected 
were  to  be  entirely  determined  by  officials  of  the  Government.  In  jus- 
-  tice  to  the  Oil  City  Boiler  Works  it  should  be  stated  that  every  sug- 
gestion of  the  Department  was  carried  out,  and  that  it  was  the  evident 
purpose  of  the  company  to  accurately  ascertain  the  requirements  of 
the  Bureau,  and  to  discover  the  greatest  difficulties  that  were  likely 
to  be  experienced  in  meeting  naval  demands.  Stated  in  a  business 
way,  the  company  was  willing  to  expend  from  fifty  to  one  hundred 
thousand  dollars  to  ascertain  whether  or  hot  it  would  be  advisable  to 
extend  their  plant  to  enter  the  field  of  marine-boiler  construction. 

In  m&ny  respects  the  experimental  plant  was  one  of  the  most  com- 
plete that  have  ever  been  established.  The  series  of  tests  conducted 
will  command  attention  in  the  engineering  world,  for  absolute  infor- 


6  BUREAU    OF   STEAM    ENGINEERING. 

mation  has  been  obtained  as  to  the  evaporative  efficiency  and  endur- 
ance of  the  boiler.  Information  has  also  been  secured  in  regard  to 
the  best  means  of  baffling  the  gases,  thus  increasing  the  evaporative 
efficiency  as  well  as  permitting  the  boiler  to  be  forced  for  emergency 
purposes.  Particular  care  has  also  been  given  by  the  Board  to  the 
investigation  of  the  circulation  of  the  water,  for  probably  the  key  to 
the  boiler  problem  is  the  question  of  circulation. 

While  only  seventeen  official  tests  were  made  with  coal  as  fuel, 
there  were  a  great  many  unofficial  experiments.  Between  the  several 
official  tests  the  experts  of  the  Oil  City  Boiler  Works  conferred  with 
the  Bureau,  and  therefore  each  test  represents  the  result  of  study 
and  experiment.  An  examination  of  the  data  will  conclusively  show 
that  in  many  respects  the  completeness  and  character  of  the  tests  have 
never  been  surpassed. 

The  first  six  tests  were  run  by  a  picked  crew  of  firemen  who  had 
experience  in  torpedo-boat  work.  It  was  believed  that  these  men  by 
training  and  experience  were  particularly  well  fitted  to  operate  the 
boiler  when  under  severe  forced-draft  conditions.  An  experience  of 
a  few  weeks  with  this  force  showed  that  new  methods  in  firing  had  to 
be  employed  in  efficiently  operating  water-tube  boilers,  and  that  the 
best  means  of  securing  efficient  work  was  to  have  skill  and  intelligence 
from  those  in  charge  of  the  fire  room  and  implicit  obedience  upon  the 
part  of  the  subordinates.  The  remaining  eleven  tests  were  thus  made 
by  firemen  living  in  the  city,  not  one  of  whom  had  ever  before  worked 
a  boiler  under  forced-draft  conditions.  The  second  set  of  firemen 
implicitly  obeyed  orders,  and  it  was  therefore  possible  for  the  board 
to  have  its  instructions  carried  out.  A  uniform  pressure  of  steam 
was  maintained,  as  well  as  a  regularity  in  firing  that  was  productive  of 
good  results. 

The  data  secured  can  be  regarded  as  reliable,  for  checks  and  counter- 
checks were  used  so  that  the  Bureau  could  be  placed  in  possession  of 
information  that  could  be  relied  upon  as  to  completeness  and  accu- 
racy. As  this  same  boiler  is  being  used  to  carry  on  the  extended 
series  of  tests  to  determine  the  value  of  liquid  fuel  for  naval  purposes, 
it  is  proposed  to  duplicate  every  one  of  the  coal  tests  with  oil  as  a  com- 
bustible. The  comparative  information  thus  obtained  ought  to  afford 
valuable  data  as  to  the  relative  value  of  the  two  combustibles. 

In  view  of  the  present  condition  of  this  experimental  boiler  after 
eighteen  months  of  use  with  both  coal  and  oil  as  a  combustible,  con- 
sidering the  results  secured,  and  by  reason  of  the  following  report  sub- 
mitted by  the  board  which  conducted  the  series  of  tests,  the  Bureau 
has  no  hesitation  in  regarding  the  boiler  as  the  equal  in  efficiency  and 
endurance  of  any  used  in  a  foreign  battle  ship. 

REPORT  OF  BOARD  ON  HOHENSTEIN  BOILER  TRIALS. 

NAVY  DEPARTMENT. 
BUREAU  OF  STEAM  ENGINEERING. 

July  1,  1902. 

SIR:  The  board  appointed  to  conduct  an  extended  series  of  tests  to 
determine  the  efficiency  and  adaptability  of  the  Hohenstein  marine 
boiler  for  naval  purposes  submits  the  following  report: 

The  boiler  was  built  by  the  Oil  City  Boiler  Wrorks,  of  Oil  City,  Pa., 
in  conformity  with  the  Bureau  specifications  for  the  cruiser  Denver 
and  class,  the  limitations  as  to  weight,  height,  and  floor  space  in 


FIG.  1.— THE   HOHENSTEIN   EXPERIMENTAL  BOILER. 


BUREAU    OF    STEAM    ENGINEERING.  7 

regard  to  the  Denver's  steam  generators  were  therefore  taken  into 
account  in  the  construction  of  this  boiler.     The  installation  was  effected 


in  an  air-tight  steel  house,  the  dimensions  of  this 
to  one  of  the  tire  rooms  of  the  Denver.  It  may  be  incidentally  stated 
that  the  specifications  for  the  boilers  of  the  Denver  are  probably  as 
severe  as  those  for  any  American  war  ship.  The  headers  of  the  boiler 
are  made  of  wrought  steel,  a  special  requirement  of  the  Bureau. 
While  only  seventeen  official  tests  were  made  with  coal  as  fuel,  there 
was  considerable  experimentation  between  these  tests,  so  that  the  series 
of*tests  represent  much  more  observation  and  experimentation  than  is 
apparent.  A  most  noteworthy  feature  of  the  boiler  is  the  arrangement 
of  the  tubes  in  pairs  in  such  a  way  that  each  tube  is  free  to  expand 
independently  or  other  tubes,  thus  effectually  preventing  longitudinal 
stresses  in  them.  Figure  1  shows  a  longitudinal  section  of  the  boiler. 
Attention  is  called  to  the  fact  that  the  entire  down  flow  takes  place 
within  tubes  which  are  located  in  a  comparatively  cool  place,  while,  on 
the  other  hand,  there  is  invariably  an  upward  trend  to  the  current  in  all 
tubes  and  headers  exposed  to  the  hot  gases.  It  is  therefore  highly 
probable  that  there  are  no  reverse  currents  at  any  part  of  the  water 
circuit,  and  the  cross-section  areas  of  tubes  and  headers  are  equitably 
apportioned  with  a  corresponding  degree  of  certaint}7.  The  feed  water 
is  introduced  at  the  top  of  the  down-take  tubes,  which  is  obviously  the 
best  possible  place  as  regards  influence  on  the  circulation;  at  the  same 
time  the  head  due  the  velocity  of  the  feed  water  is  conserved  by  means 
of  injector  nozzles  pointing  in  the  direction  of  flow. 
The  following  are  the  more  important  dimensions: 

BOILER   DATA. 

Drums  at  water-surface  level:  One  front  drum,  24  inches  diameter  (inside);  one 
rear  drum,  24  inches  diameter;  four  connecting  drums,  16  inches  diameter. 

One  lower  rear  mud  drum,  24  inches  diameter. 

Tube-heating  surface:  Three  hundred  and  eighty-four  2-inch  tubes  9  feet  long;  six- 
teen 4-inch  tubes  7  feet  long. 

Fifteen  down-take  tubes  5  inches  diameter. 

Floor  space  occupied,  9  feet  wide,  10  feet  11£  inches  deep. 

Height  above  floor  line,  12  feet  f  inch. 

Height  over  all,  12  feet  6|  inches. 

Heating  surface:  2,174  square  feet  for  tests  No.  1  to  No.  6,  inclusive;  2,130  square 
feet  for  tests  No.  7  to  No.  17,  inclusive.  Per  cent  water-heating  surface,  100. 

Grate  surface:  50.14  square  feet,  6  feet  4  inches  long,  7  feet  11  inches  wide. 

Eatio  of  heating  surface  to  grate  surface:  43.4  to  1  for  tests  No.  1  to  No.  6,  inclusive; 
42.5  to  1  for  tests  No.  7  to  No.  17,  inclusive. 

Volume  of  water  at  steaming  level,  142  cubic  feet. 

Volume  of  steam  space,  50  cubic  feet. 

Area  of  steam  liberating  surface,  75  square  feet. 

Weight  of  water  at  steaming  level  and  275  pounds  pressure,  7,559  pounds. 

Weight  of  boiler  and  fittings,  excluding  uptake  and  smoke  pipe:  Without  water 
46,568  pounds;  with  wrater,  54,127  pounds.  Without  water  per  square  foot  of  heat- 
ing surface,  21.4  pounds  for  tests  No.  1  to  No.  6,  inclusive;  21.8  pounds  for  tests  No. 
7  to  No.  17,  inclusive.  With  water  per  square  foot  of  heating  surface,  24.9  pounds 
for  tests  No.  1  to  No.  6,  inclusive;  25.4  pounds  for  tests  No.  7  to  No.  17,  inclusive. 
With  water  per  square  foot  of  grate  surface,  1,080  pounds. 

Height  of  furnace,  2  feet  5  inches. 

Volume  of  furnace  above  bars,  121.14  cubic  feet. 

Width  of  air  spaces  between  grate  bars:  Five-eighths  inch  for  tests  No.  1  to  No.  11, 
inclusive;  three-fourths  inch  for  tests  No.  12  to  No.  17,  inclusive. 

Katio  of  grate  area  to  area  of  air  space:  1|: |=1:0.555  for  tests  No.  1  to  No.  11, 
inclusive;  H:f=l:0.60  for  tests  No.  12  to  No.  17,  inclusive. 

Height  of  smoke  pipe  above  grate,  70  feet. 

Area  of  smoke  pipe,  8.73  square  feet. 

Ratio  of  smoke-pipe  area  to  grate  area,  1:5.75. 

Number  of  fire  doors,  3. 


8  BUREAU    OF    STEAM    ENGINEERING. 

The  boiler  was  erected  in  a  steel  structure  built  especially  for  these 
tests  and  having  the  following  dimensions:  Floor  space,  16  feet  by  24 
feet;  height,  14  feet.  The  structure  was  air-tight,  had  an  air  lock  for 
entrance  and  exit  during  forced-draft  trials,  and  seven  windows  that 
could  be  opened  during  natural-draft  trials.  Fig.  2  is  a  halftone  view 
of  the  plant  and  fig.  3  shows  the  ground  plan.  The  auxiliary 
machineiy,  together  with  facilities  for  making  observations,  were,  so 
far  as  possible,  placed  in  an  adjoining  lean-to  wooden  structure.  The 
auxiliaries  consisted  of  a  Davidson  suction  pump,  two  weighing  tanks, 
one  feed  tank,  a  Snow  high-pressure  feed  pump,  a  small  upright  boiler 
with  independent  feed  pump,  and  a  direct-connected  blowing  engine 
and  fan.  The  fan  had  an  impeller  72  inches  in  diameter  and  a  discharge 
duct  20  inches  by  42  inches,  which  led  to  the  fire  room  and  terminated 
in  a  box  placed  so  as  to  direct  the  air  current  toward  the  ceiling.  The 
pipe  connections  were  such  that  steam  for  the  auxiliaries  could  be 
taken  either  from  the  small  upright  boiler  or  from  the  main  boiler. 
The  bottom  blow  valve  was  blanked,  but  in  plain  sight,  so  that  leakage 
from  that  source  would  be  particularly  observed. 

The  feed  water  was  weighed  in  two  tanks,  each  of  1,000  pounds 
capacity,  and  resting  on  1,500  pound  Howe  scales.  These  scales  had 
been  tested  by  the  city's  sealer  of  weights  and  measures.  The  scales 
and  weighing  tanks  were  on  a  platform  above  the  feed  tank.  The 
weight  of  each  tank  was  taken  when  tilled,  and  the  water  was  then 
allowed  to  flow  into  the  feed  tank  as  needed.  As  soon  as  the  weighing 
tank  was  emptied  the  weight  was  again  taken  and  the  time  noted. 
The  feed  tank  was  provided  with  a  graduated  water-level  gauge.  The 
height  of  water  by  this  gauge  was  noted  at  the  moment  of  beginning 
the  test,  and  at  the  end  of  each  hour  it  was  again  brought  to  the  same 
level.  The  feed  tank  had  a  steam  coil  for  heating  the  water,  wide 
variations  in  the  temperature  of  which  were  easily  avoided  by  keeping 
the  water  level  fairly  constant.  In  most  of  the  forced-draft  trials  the 
weighing  tanks  had  to  be  filled,  weighed,  and  emptied  with  such 
rapidit3T,  owing  to  their  insufficient  size,  that  the  above  method  of 
catching  the  weight  at  the  end  of  each  hour  could  not  be  used.  The 
weighing  tanks  were  accordingly  each  fitted  with  a  water-level  gauge 
graduated  to  5  pounds,  by  the  aid  of  which  the  weight  within  5  pounds 
could  be  caught  at  any  moment  without  interfering  with  the  rapid 
manipulation  of  the  tanks.  The  temperature  of  the  feed  water  was 
taken  at  an  elbow  of  the  feed  pipe  between  the  pump  and  the  boiler. 

The  several  air-pressure  gauges  and  two  steam  gauges  were  placed 
near  each  other  on  the  wall  of  the  steel  structure,  on  the  opposite  or 
fire-room  side  of  which  the  necessary  pipe  connections  were  made. 

The  steam  gauges  were  3  feet  lower  than  the  water  level  in  the 
boiler.  A  deduction  of  1^  pounds  from  the  observed  steam  pressures 
was  therefore  made  in  working  up  the  results.  The  steam  was  blown 
off  into  the  atmosphere,  the  pressure  being  controlled  by  a  hand- 
operated  stop  valve. 

The  coal  was  weighed  in  sheet-metal  cans  or  bags,  the  method  being 
to  adjust  each  can  or  bag  to  a  uniform  weight  of  220  pounds,  or  130 
pounds  while  on  the  scales,  and  then  keep  tally  of  the  number  passed 
into  the  fire  room.  Beginning  with  the  seventh  test,  the  coal  account 
was  balanced  at  the  end  of  each  hour  by  estimating  and  deducting  the 
weight  of  coal  lying  at  the  moment  on  the  fire- room  floor. 


BUREAU    OF    STEAM     KN<!I  N  KKKI  N(J. 


The  ashes  and  refuse  were  weighed  in  sheet-metal  cans  as  they  accu- 
mulated, and  the  weight  of  sweepings  from  tubes  and  baffles  was 
ascertained  for  each  test  on  the  day  following  the  test. 

A  sample  of  coal  for  analysis  and  for  the  determination  of  moisture 
by  weighing  and  drying  was  taken  from  a  box  which  had  been  grad- 
ually filled  during  the  test  by  specimens  taken  from  each  can  or  bag  as 
weighed. 

The  following  table  gives  the  results  of  analyses  of  samples  of  each 
lot  of  coal.  The  analyses  were  made  by  the  chemist  at  the  New  York 
Navy -Yard. 

Analyses  of  fuel. 


Pocahontas  coal, 
run  of  mine. 

New 
River 
coal,  run 
of  mine. 

Pocahon- 
tas coal, 
hand 
picked 
and 
screened. 

Fuel  burned  in  boiler  test  No.— 

1,  2,  3. 

4,  5,  6. 

7,  8,  9. 

10  to  17. 

PROXIMATE  ANALYSIS. 

Fixed  carbon                           .           

Per  cent. 
73.30 
17.61 
.49 
8.60 

Per  cent. 
75.  78 
19.  53 
.79 
3.90 

Per  cent. 
72.99 
21.79 
.49 
4.73 

Per  cent. 
76.81 
19.  62 
.73 
2.84 

Volatile  matter 

Moisture                         .  .  ..          

Ash 

Sulphur  separately  determined 

100 

.48 

100 
.71 

100 
.46 

100 

.82 

ULTIMATE  ANALYSIS. 

Carbon  

82.26 
3.8y 
4.12 
.64 
.49 
8.60 

84.96 
4.07 
5.46 
.90 
.71 
3.90 

83.60 
4.85 
4.87 
1.41 
.46 
4.81 

85.94 
4.45 
4.50 
1.14 
.82 
3.15 

Hydrogen 

Oxygen 

Nitrogen                                               

Sulphur 

Ash  

CALORIFIC   VALUE  (B.  T.  U.'S  PER  POUND). 

Coal  

100 

100 

14,  534 
15,  124 

100 

100 

14,  067 
15,391 

14,841 
15,  684 

14,992 
15,  475 

Combustible 

The  quality  of  the  steam  was  determined  by  means  of  a  Barrus 
throttling  calorimeter,  which  drew  steam  from  the  main  steam  pipe 
at  a  point  8  inches  from  the  boiler.  The  sampling  nozzle  consisted 
of  a  half -inch  pipe  reaching  nearly  across  the  steam  pipe  on  a  hori- 
zontal diameter  and  having  four  rows  of  perforations  (top,  bottom,  and 
sides)  extending  the  length  of  the  diameter  of  the  inside  of  the  steam 
pipe,  save  for  one-half  inch  at  each  end.  An  extra  calorimeter  was 
fitted  and  readings  were  taken  from  both  calorimeters  throughout  the 
series  of  trials,  except  when,  as  once  occurred,  the  extra  calorimeter 
got  out  of  order  by  the  lodgment  of  black  scale  in  its  throttling  orifice. 

The  temperatures  at  the  base  of  the  stack  and  the  samples  of  flue 
gas  were  taken  above  the  roof  at  a  point  about  5  feet  from  the  nearest 
heating  surface  of  the  boiler,  measured  along  the  path  of  flow  of  the 
gases.  In  the  natural  draft  trials  the  temperatures  were  taken  with  a 
mercury-nitrogen  pj^rometer,  and  attempts  were  made  to  do  the  same 
in  the  forced-draft  trials.  Momentary  flaming  in  the  stack,  however, 
caused  so  many  breakages  of  glass  bulbs  that  reliance  had  finally  to 


10  BUREAU    OF    STEAM    ENGINEERING. 

be  placed  on  a  Brown  quick-reading  pyrometer,  the  readings  of  which 
were,  however,  checked  as  well  as  could  be  by  the  melting  points  of 
zinc,  aluminum,  and  copper. 

The  samples  of  flue  gas  were  drawn  by  means  of  an  aspirator  impro- 
vised from  two  half -gallon  bottles.  The  sampling  tube  was  one-half 
inch  diameter  and  extended  to  the  center  of  the  stack,  the  inner  end 
being  nearly  closed  and  the  sides  being  perforated  with  one-eighth-inch 
holes  spaced  4  inches  apart. 

The  aspirator,  charged  with  gas,  was  carried  to  a  neighboring  build- 
ing, where  the  sample  was  analyzed  by  the  aid  of  an  Orsat  apparatus. 

The  following  determination  was  made  of  the  actual  weight  of  water 
contained  in  the  boiler  at  a  temperature  of  56°  F.  and  at  different  gauge- 
glass  readings,  the  correct  steaming  level  being  at  1  inch. 


Height  of  water  in  gauge. 

Total 
weight  of 
water. 

Differ- 
ence. 

Area  of 
water 
level. 

0  

Pounds. 

8  588 

Pounds. 

Sq.ft. 

1  inch 

8  869 

281 

52.2 

2  inches 

9  235 

366 

70.5 

3  inches  

9,648 

413 

79.6 

4  inches  

10  033 

385 

74.2 

5  inches 

10  405 

372 

71.7 

The  feed  water  was  always  muddy  and  especially  so  for  the  four- 
teenth and  subsequent  tests.  The  water  was  drawn  from  the  Potomac 
River  through  a  suction  pipe  that  ran  out  to  the  end  of  a  dock.  When 
about  to  start  the  fourteenth  test  a  long  reach  of  the  suction  pipe  was 
found  frozen  solid.  To  avoid  postponing  the  test  the  pipe  was  quickly 
rearranged  so  as  to  draw  from  a  point  farther  in,  where  the  water  was 
only  3  or  4  feet  deep  and  very  muddy. 

The  last  test  was  to  have  been  of  three  and  one-half  hours  duration, 
but  it  was  brought  to  a  sudden  close  at  1.02  p.  m.  by  the  failure  of 
the  feed  water.  The  outflowing  tide  had  exposed  the  end  of  the  suc- 
tion pipe,  but  before  this  became  known  the  furnace  doors  were 
thrown  open  arid  the  fires  hauled.  It  was  several  minutes  before  the 
blowing  engine  was  stopped,  so  that,  in  the  meantime,  the  tubes  were 
exposed  to  the  blast  of  cold  air  from  the  4  inches  of  air  pressure. 
There  was  no  appearance  of  leakage  at  this  or  at  any  other  time  dur- 
ing the  seventeen  trials.  In  this  connection  the  construction  of  the 
plugs  in  the  headers  opposite  the  tube  ends  is  worthy  of  special 
remark.  These  plugs  are  of  composition.  There  are  two  sizes,  2f 
inches  and  4£  inches  in  diameter  with,  respectively,  11^  threads  and  8 
threads  per  inch.  The  material  of  the  plugs,  together  with  the  use  of 
a  graphite  lubricant  on  the  threads,  makes  it  possible  to  remove  and 
replace  them  without  difficulty  after  any  length  of  service.  Also,  by 
virtue  of  the  greater  expansion  coefficient  of  composition  as  compared 
with  steel,  the  plugs  are  tighter  at  steaming  pressure  than  at  ordinary 
temperature  (70°  F.)  by  0.0026  inch  and  0.0049  inch,  respectively,  for 
the  21-inch  and  4i  inch  sizes. 

Part  of  these  plugs  were  made  with  tapering  threads  such  as  are 
inserted  in  the  ordinary  screwed  pipe  joints  and  depend  for  tightness 
on  the  threads  alone.  The  joints  thus  formed  were  tight,  but  the  plugs 
could  be  removed  only  with  great  difficulty.  The  others  had  parallel 


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BUREAU    OF    STEAM    ENGINEERING.  11 

threads  and  a  narrow  flange  at  the  end.  A  "  McKim "  gasket,  con>i -i 
ing  of  a  copper  ring  fitted  with  suitable  packing  material,  was  used 
under  the  flange  to  make  a  tight  joint.  The  plugs  thus  fitted  were 
tight  and  could  be  easily  removed  or  replaced  when  desired.  The  same 
gasket  could  be  used  for  an  indefinite  time.  A  good  graphite  lubricant 
was  used  on  all  the  threads  of  all  the  plugs. 

By  varying  the  connections  of  the  draft  gauges  during  the  early 
trials  it  was  found  that  the  draft  was  seriously  interfered  with  by  the 
resistance  of  the  uptake. 

The  uptake  was  accordingly  increased  in  size  for  the  later  trials, 
with  the  result  that  the  boiler  showed  a  greater  capacity,  the  fireroom 
temperature  was  much  lower,  and  there  was  no  further  trouble,  as 
there  had  been  previously,  with  the  burning  of  grate  bars.  The  varia- 
tion of  draft  pressure  within  the  boiler,  together  with  the  improve- 
ment that  resulted  from  the  change  just  alluded  to,  is  shown  diagram  - 
matically  in  fig.  4. 

In  the  accompanying  tables  of  the  individual  trials  the  "  pounds  of 
air  per  pound  of  carbon"  is  calculated  by  the  approximate  formula: 

11.55  (CO2+0+i  CO) 
CO2+CO 

which  takes  no  account  of  the  air  consumed  in  burning  hydrogen.  In 
the  table  of  summaries  the  weight  of  dry  gas  per  pound  of  carbon  is 
calculated  by  the  accurate  formula  as  there  given. 

The  amount  of  smoke  is  designated  in  a  rather  crude  manner  by  a 
scale  in  which  0  stands  for  no  smoke  and  5  stands  for  veiy  thick 
smoke. 

The  first  6  tests  were  run  by  a  crew  of  firemen  experienced  in  tor- 
pedo-boat work,  but  the  remaining  11  tests  were  made  by  firemen 
picked  up  around  the  wharves,  not  one  of  whom  had  ever  before  fired 
a  boiler  under  forced  draft  conditions. 

Careful  examination  of  the  boiler  after  each  of  the  tests  showed  no 
distortion  of  the  tubes,  nor  any  damage  to  the  boiler. 

The  notes  that  are  recorded  in  connection  with  the  several  tests  will 
show  the  severe  work  to  which  the  boiler  has  been  exposed.  Under 
these  several  trials  the  boiler  shows  no  indication  of  injury  whatever. 
Not  a  leak  has  developed  and  not  a  tube  has  been  bent.  The  tubes 
have  frequently  been  examined,  and  they  are  clear  of  mud,  showing  that 
a  good  circulation  has  been  maintained. 

The  casing  of  the  boiler  has  not  proved  satisfactory,  the  lining  riot 
being  able  to  stand  the  effect  of  strong  forced  draft.  This  has  been 
probably  due  to  the  use  of  improper  nonconducting  material.  This 
defect  is  one  which  can  be  easily  remedied  by  a  more  liberal  use  of  fire 
.tile  or  fire  brick. 

The  front  drum  is  only  24  inches  in  diameter.  Although  this  boiler 
is  so  baffled  that  it  has  given  reasonably  dry  steam,  and  the  design  of 
the  boiler  is  such  that  there  is  a  much  greater  water  surface  in  the 
drums,  and  at  least  an  equal  weight  of  water  to  that  used  in  other 
water-tube  boilers,  }^et  the  board  considers  that  for  marine  work,  where 
the  ship  will  roll  and  pitch,  and  thus  cause  the  water  level  to  vary,  the 
front  drum  should  be  increased  to  about  42  inches  in  diameter. 


12  BUEEAU    OF    STEAM    ENGINEERING. 

With  an  improved  casing  and  a  larger  front  drum  for  the  boiler,  the 
series  of  experiments  conducted  indicate  that  this  boiler  is  a  satisfac- 
tory steam  generator  for  the  naval  service.  The  board  therefore 
recommends  that  the  Hohenstein  boiler  be  given  a  place  on  the  very 
limited  list  of  straight-tube  water-tube  boilers  of  American  design  that 
have  been  found  suitable  for  naval  purposes. 

The  board  believes  that  the  important  question  of  selecting  an  ap- 
proved water-tube  boiler  for  naval  purposes  will  be  finally  settled  by 
a  process  of  selection  from  t}rpes  installed  on  board  ship,  and  subjected 
for  several  years  to  the  stress  of  service  conditions.  In  order,  there- 
fore, to  assist  in  discovering  an  approved  type  that  will  meet  the  require- 
ments of  the  Navy,  the  board  recommends  the  use  of  the  Hohenstein 
boiler  on  an  American  war  ship,  preferably  one  requiring  a  large 
installation. 

Very  respectfully, 

JOHN  R.  EDWARDS, 
Lieutenant- Commander,  U.  8.  Navy. 

WYTHE  M*  PARKS, 
Lieutenant- Commander,  U.  S.  Navy. 

FRANK  H.  BAILEY, 
Lieutenant-  Commander*,  U.  S.  Navy. 

Rear- Admiral  GEORGE  W.  MELVILLE,  U.  S.  Navy, 

Chief  of  B^lJreau  of  Steam  Engineering. 


14 


BUREAU    OF    STEAM    ENGINEERING. 


No.  1. — Test  of  Hohenstein  water- 
[Eight  hours'  duration 


Time. 

Steam  pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed  water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality  of 
steam. 

•9  30  a  m                             

Lb*. 

245 
270 
270 
270 
270 
270 
270 
272 
270 
270 
270 
270 
270 
268 
268 
265 
265 
265 
265 
260 
260 
260 
260 
265 
265 
260 
265 
260 
265 
265 
260 
265 
265 

Deg.  F. 
130 
180 
170 
170 
155 
170 
160 
150 
170 
150 
150 
130 
140 
120 
130 
160 
160 
150 
125 
120 
135 
125 
150 
150 
110 
130 
140 
130 
135 
130 
135 
140 
160 

Deg.  F. 

Deg.  F. 

Ins. 

9  45  a  m 

4io 

408 
406 
406 
406 
406 
404 
404 
404 
404 
404 
406 
404 
406 
409 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 

330 
320 
310 
310 
314 
316 
308 
310 
262 
310 
309 
308 
309 
309 
310 
300 
308 
316 
310 
310 
318 
310 
310 
302 
268 
224 
310 
264 
252 
309 
308 
304 

0.996 
991 
985 
985 
988 
989 
984 
986 
957 
986 
986 
986 
986 
986 
984 
980 
986 
984 
986 
986 
986 
986 
986 
981 
961 
936 
986 
959 
952 
986 
986 
984 

10  a.  m  

4 
4 

4 

? 

3 
4 

4 
4 
3 
4 
4 
3 
4 
1 
4 
3i 

1 

5 
5 

? 

5 
4 
4 
4 
4 

10  15  a  m                        

10  30  a  m 

10.  45  a.  m  

11  a  in      

11  15  a  m 

11  30  a  m 

11.45  a.  m  

12  m                      

12  15  p  m 

12  30  p  m 

12  45  p.  m  

1pm 

1  15  p  m 

1.  30  p.  m  

1  45  p  m 

2  p  in 

2.  15  p.  m  

2.30  p.  m  

2  45  p  m 

3.  00  p.  m  

3.  15  p.  m  

3  30  p  m 

3  45  p  m 

4.  00  p.  m  

4.  15  p  m                    .  . 

4  30  p  m 

4.  45  p.  m  

5.  00  p.  m  ... 

5  15  p  in 

5.  30  p.  m  

265.4 

144 

980 

State  of  weather,  clear. 
Barometer  at  noon,  30.02  inches. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Wood  burned  in  starting  fires,  350  pounds. 
Coal  burned  in  starting  fires,  2,400  pounds. 
Coal  burned  during  test,  9,720  pounds. 
Ashes  before  beginning  test,  260  pounds. 
Ashes  during  test,  377  pounds. 


BUREAU    OF   STEAM    ENGINEERING. 


15 


• 
tube  marine  boiler,  April  23,  1901. 

with  natural  draft.] 


Temperature. 

Air  pressures  in 
inches  of  water. 

Flue  gases. 

Water. 

Outside 
air. 

Air  in 
lire 
room. 

Gases 
at  base 
of 
stack. 

Ash  pit. 

Base 
of 
stack. 

CO2. 

0. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

Deg.  F. 
52 

Deg.  F. 

D€94 

5 
6 
7 

$" 
(« 
(a 

(a 
(« 

^ 
(« 
(« 
(« 
a 

01 

(« 

• 

(a 

(a 
(a 
(a 
<« 
(a 
(a 
(a 
(° 
(« 
(« 
(a 
(a 
(a 
(a 
(a 

F. 

s.-i 
70 
02 
•20 

1 
» 

1 
1 

) 

) 

) 

1 

i 

) 

-0.30 

i 

Jf 

X 

Lbs. 

Lbs. 

Lb8. 

87 
87 
87 
89 
93 
93 
91 
89 
90 
88 
88 
89 
94 
94 
94 
94 
97 
97 
% 
% 
97 
100 
101 
101 
101 
102 
101 
100 
86 
87 
92 
100 

-0.05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
05 

-  .30 
-  .40 
.40 

50 

55 

-  .40 
-  .50 
-  .55 
-  .60 
-  .55 
-  .50 
-  .50 
-r  .55 
-  .55 
-  .50 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .50 
-  .55 
-  .55 
55 

10.4 

6.1 

2.3 

16.1 

9,511 

9,511 

53 

« 

54 

9.4 

7.1 

2.2 

17.5 

9,218 

18,  729 

55 

. 

55 

10.3 

7.2 

.8 

18.6 

9,867 

28,596 

56 

62 

9 

8.4 

1 

20.6 

9,100 

37,696 

61 

59 

9.6 

5.8 

1.6 

16.9 

9,671 

47,  367 

62 

61 

11 

5.5 

2.1 

15.5 

9,832 

57,  199 

61 

-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 

-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55  • 
-  .55 

60 

9.3 

7.9 

1.7 

18.9 

9,501 

66,700 

59 

59 

9,279 

75,979 

i 

57.3 

93.8 

594 

-  .05 

-  .515 

9.85 

6.85 

1.67 

17.7 

9,497 

a  Pyrometer  out  of  order. 

Refuse,  including  sweepings  from  tubes  and  baffles,  640  pounds. 

Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  0.5. 

Firing  very  poor  and  irregular.  Average  interval  between  firings,  13  minutes.  Average  interval 
between  rakings,  12  minutes.  Average  thickness  of  fire,  12  inches.  At  2.30  p.  m.  only  about  two- 
thirds  of  the  grate  was  in  actual  use  on  account  of  irregular  thickness  of  fire.  Average  smoke  by 
Ringelmann  charts,  2}.  Water  drawn  from  mud  drum  on  following  day,  when  allowed  to  settle  in 
a  bottle,  left  five-eighths  inch  of  sediment  in  8  inches  depth  of  water. 


16 


BUEEAU    OF    STEAM    ENGINEERING. 


No.  2. — Test  of  Hohenstein  water- 
[Six  hours'  duration 


Calorimeter 

Height  of 

Time. 

sure  by 
gauge. 

ture  of 
feed  water. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality  of 
steam. 

water  in 
gauge 
glass. 

10.  35  a.  m     

Lbs. 
lib 

Deg.  F. 
120 

Deg.  F. 
407 

Deg.  F. 
260 

0.956 

Ins. 
2i 

10  45  a  m                 

260 

140 

396 

290 

978 

2 

11  a  m                                ... 

275 

138 

393 

300 

985 

21 

11  15  a  m 

275 

138 

398 

299 

977 

2  i 

11.  30  a.  m  

275 

140 

398 

278 

.970 

la 

11  45  a  m             

275 

160 

398 

272 

967 

2 

12  m 

275 

120 

399 

288 

976 

2i 

12  15  p  m 

275 

140 

398 

303 

984 

3 

12  30  p  m     

275 

150 

399 

212 

930 

3 

12  45  p  m                           

275 

160 

399 

304 

983 

3i 

275 

130 

399 

292 

977 

2i 

1.  15  p.  m  

275 

130 

399 

270 

965 

2i 

1  30  p  m              .        

275 

130 

398 

280 

971 

2a 

1  45  p  m 

275 

130 

399 

270 

965 

2i 

9  p  tn 

275 

138 

398 

216 

934 

2* 

215pm.        

275 

170 

400 

270 

965 

24 

2  30  p  m 

275 

145 

400 

264 

961 

31 

2  45  p  m 

275 

165 

400 

250 

953 

31 

3  p.m.           

275 

145 

400 

307 

986 

2 

3  15  p  m                    

275 

140 

400 

305 

985 

8 

3  30  p  m 

275 

160 

400 

290 

976 

3 

3.  45  p.  m  

275 

150 

400 

284 

.973 

2i 

4pm                         

275 

160 

399 

276 

968 

3f 

4  15  p  m 

275 

165 

400 

290 

976 

2J 

4  35  p  m 

275 

170 

401 

218 

934 

3 

Average 

274  4 

145  36 

968 

State  of  weather,  dull  and  overcast. 
Barometer  at  noon,  30.12  inches. 
Revolutions  of  blower,  250  per  minute. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Wood  burned  in  starting  fires,  300  pounds. 
Coal  burned  in  starting  fires,  2,000  pounds. 
Coal  burned  during  test,  10,445  pounds.  - 


No.  3.— Test  of  Holieiistein  water- 
[Four  hours'  duration 


Tempera- 

Calorimeter 

Height  of 

Time. 

sure  by 
gauge. 

ture  of 
feed 
water. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality  of 
steam. 

water  in 
gauge 

glass. 

12  m 

Lbs. 
275 

Deg.  F. 

Deg.  F. 

398 

Deg.  F. 
300 

0.982 

Ins. 

12  15  p  m 

275 

155 

396 

309 

.988 

+  s 

12.30  p.  m  

275 

150 

398 

324 

.996 

+  I 

12.45  p.  m 

275 

140 

400 

324 

.996 

—    A 

1pm 

275 

142 

398 

322 

.995 

0 

1.15  p.  m  

275 

150 

397 

314 

.991 

0 

1.30  p.  m  

275 

138 

399 

314 

.991 

+  i 

1  45  p  m 

275 

130 

399 

314 

.991 

+  I 

2  p.  m  

275 

142 

399 

314 

.991 

i 

2.15  p.  m  

275 

150 

399 

312 

.989 

+  1 

2.30  p.  m 

275 

150 

400 

312 

.989 

+U 

2  45  p  m 

275 

152 

398 

305 

.985 

+    5 

3  p.  m  

275 

144 

299 

314 

.991 

0 

3.15  p.  m  

278 

152 

400 

312 

.989 

0 

3.30  p.  m 

276 

150 

401 

310 

.988 

0 

3  45  p  m 

285 

.  140 

"    400 

309 

.987 

+2 

4  p.  in  

280 

148 

400 

310 

.988 

0 

276  1 

145  8 

989 

State  of  weather,  dull  and  overcast. 
Barometer  at  noon,  29.86  inches. 
Revolutions  of  blower,  335  per  minute. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Wood  burned  in  starting  fires,  390  pounds. 
Coal  burned  in  starting  fires,  2,500  pounds. 
Coal  burned  during  test,  10,569  pounds. 


BUREAU    OF   STEAM   ENGINEERING. 


17 


tube  marine  boiler,  April  26, 1901. 
with  forced  draft.] 


Temperature. 

Air  pressures  in 
indu's  t>t"  water. 

Flue  gases. 

Water. 

Outside 
air. 

Air  in 
fire 
room. 

Gases  at 

l.nse 
Of 

stack. 

Fire 
room. 

Ash 
pit. 

Base 
of 
stack. 

COo. 

O. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

«V 

Deg.  F. 
102 

^6* 

1.7 

l  i 

-0.80 
60 

*.« 

*6.4 

L 

£6s. 
17.6 

Lbs. 

Lbs. 

98 

605 

1 
1 
1.1 
1 
1.1 
1.1 
1.1 
.9 

.95 

.95 
1 
.95 

.85 

-  .60 
-  .60 
-  .70 
-  .65 
-  .65 
-  .65 
-  .65 
—  .60 

8 

5.8 

2.2 

16.8 

68 

113 

690 

11.2 

5.2 

1.5 

15.6 

14,038 

14,  038 

116 

710 

8.7 

5.3 

3.6 

14.8 

70 

119 

750 

8.8 

6 

2.4 

16.5 

15,572 

29,610 

120 

700 

1.1 
1.2 
1.1 
1.1 
1.1 
1.1 
1.1 
1  i 

.95 
.1 

-  .65 
—  .70 
-   .70 
-  .70 
-  .65 
-  .60 
-  .65 
65 

10.5 

.  5.8 

1.7 

16.2 

70 

120 

980 

10.3 

6.9 

1.6 

17.5 

15,540 

45,150 



120 

725 

7.6 

7.9 

2.4 

19.2 

70 

122 

1025 

11.4 

6 

1 

16.6 

13,  328 

58,478 

126 

805 

1.1 
1.1 
1.1 
1.1 
1.1 
1.1 
1.1 

-  .65 
-  .65 
-  .65 
-  .65 
65 

10.4 

7.5 

1.6 

18 

72 

127 

720 

9.8 

6.8 

2.2 

17 

14,  278 

72,756 

126 

805 

9.2 

7.4 

1.2 

19.1 

-  .65 
65 

123 

575 

9.5 

7.5 

1.8 

18.3 

14,074 

86,830 

70.3 

117.8 

748.4 

1.08 

1.02 

654 

9.46 

6.5 

1.96 

17.2 

14,471 

Ashes  before  beginning  test,  160  pounds. 

Ashes  during  test,  575  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  550  pounds. 

Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  0.5. 


Firing  very  irregular,  with  average  interval  of  11  minutes.  Average  interval  between  rakings,  9 
miniates,  varying  from  4  minutes  to  13  minutes.  Average  thickness  of  fire,  12  inches.  Average  smoke 
by  Ringelmann  charts,  2$.  Slicing  doors  kept  closed  after  11  o'clock. 

tube  marine  boiler,  May,  8  1901. 
with  forced  draft.] 


Temperature. 

Air    pressures     i  n 
inches  of  water. 

Flue  gases. 

Water.      • 

Outside1  Afirr>n 
air-    |room. 

Gases 
at  base 
of 
stack. 

Fire 
room. 

Ash 
pit. 

Base 
of 
stack. 

CO2. 

0. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

Deg.  F.    Deg.  F. 
1    108 

Deg.  F. 
730 

& 

1.7 

*,.8 

Lbs. 
16.2 

Lbs. 

Lbs. 

74      !    112 
!    119 

2.05 
2.05 
2.20 
2.05 
2.05 
2.05 
2.05 
2.05 
2.05 
2.10 
2.05 
2 
2.05 
2.10 
2 
2.05 

2 
2 
2.10 
2 
2 
2 
2 
2 
2 
2.05 
2 
1.95 
2 
2 
1.95 

o 

-6.75 
-  .85 
90 

1340 

16 

2.1 

.0 

13.1 

'    124 

76      j     127 
i     126 

1240 

-  .85 

-  .85 

8.S 

15.2 

3 

.0 

13.8 

19,108 

19,108 

1     127 

1175 

10 

6.4 

1.6 

17.1 

I     128 

1  1  1  1  1  i  1  1  !  1 

72           129 

!     127 

955 

13.3 

5.2 

.7 

15.5 

19,  916 

39,024 

'     125 
;     115 

920 

12.5 

5 

.9 

15.5 

72           121 
123 

825 

12.6 

5 

1.1 

15.3 

20,286 

59,310 

,     120 

875 

10 

6.9 

1.6 

17.6 

i     119 

70      (    120 

955 

12.1 

4.4 

1.3 

14.8 

20,483 

79,794 

72.8  j     121.7 

1001.6 

2.059 

2 

-  .838 

12.42 

4.85 

1 

15.4 

19,948 

Ashes  before  beginning  of  test,  195  pounds. 

Ashes  during  test,  459  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  815  pounds. 

Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  0.5. 

Fired  and  raked  alternately  at  intervals  averaging  9  minutes  for  each.  Average  interval  between 
slicings,  14  minutes,  varying  from  3  minutes  to  31  minutes.  Frequent  flames  in  stack,  especially 
during  first  two  hours.  Average  smoke  by  Ringelmann  charts,  2|. 

6939—02 2 


18 


BUREAU    OF    STEAM    ENGINEERING. 


No.  4. — Test  of  Hohenstein  water- 
[Eight  hours'  duration 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature, 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

9am 

Lbt. 

272 
272 
275 
275 
275 
275 
275 
275 
272 
275 
273 
275 
270 
272 
272 
272 
272 
272 
272 
274 
270 
270 
270 
272 
272 
275 
273 
272 
274 
272 
272 
274 
274 

Deg.F. 
140 
135 
145 
135 
135 
140 
130 
135 
130 
135 
135 
130 
135 
135 
138 
135 
140 
135 
135 
135 
135 
140 
145 
142 
140 
140 
150 
150 
130 
135 
135 
135 
130 

Deg.  F. 
399 
402 
404 
402 
403 
404 
406 
406 
403 
404 
402 
403 
403 
404 
403 
404 
404 
404 
403 
403 
402 
403 
404 
404 
404 
406 
404 
404 
404 
403 
403 
404 
403 

Deg.  F. 
300 
310 
313 
315 
316 
316 
316 
316 
316 
316 
316 
316 
317 
318 
317 
317 
317 
317 
317 
317 
317 
317 
317 
317 
316 
318 
317 
321 
324 
324 
326 
330 
324 

0.982 
.987 
.988 
.990 
.990 
.990 
.989 
.989 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.990 
.991 
.990 
.990 
.990 
.990 
.990 
.990 
.993 
.995 
.995 
.996 
.998 
.995 

Ins. 
0 
0 
0 
0 
0 
0 
0 
+* 
0 
0 
0 
0 
0 

a 

0 
0 
0 
0 
0 
0 
0 

+* 

0 
0 
0 
0 
0 

+i 

0 
0 
0 
0 

Deg.  F. 
60 

Deg.  F. 
93 
95 
102 
104 
104 
107 
108 
111 
111 
109 
111 
100 
114 
115 
113 
112 
113 
112 
112 
111 
113 
117 
122 
124 
125 
126 
127 
129 
126 
125 
124 
124 
125 

Deg.  F. 

9  15  a  m 

9.30  a.  m  

610 
""665" 

9  45  a  m    

10  a  m. 

60 

10  15  a  m 

10.30  a.  m  

610 

10  45  a  m         ... 

11  a  m 

60 

610 

11.15  a.  m  

11  30  a  m  

660 

11  45  a  m 

12  m  

64 

660 

12.15  p.  m  

12  30  p  m 

665 

12.45  p.  m  
1  p.  m  

66 

655 

1  15  p.  in  

1.30  p.  m  
1.45  p.  m  

670 

2pm        

66 

735 

2  15  p  m 

2.30  p.  m  

665 

2  45  p.  m  

3pm 

70 

650 

3  15  p  m 

3.30  p.  m  

665 

3  45  p.  m 

4pm 

66 

845 

4.15  p.  m  

4.30  p.  m      

850 

4  45  p  m 

5  p.  m  

68 

640 

Average  

272.8 

137 

990 

64.4 

114 

675 

"   '     "       "I       

State  of  weather,  squally. 
Barometer  at  noon,  29.70  inches. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Wood  burned  in  starting  fires,  340  pounds. 
C6al  burned  in  starting  fires,  2,000  pounds. 
Coal  burned  during  test,  8,633  pounds. 
Ashes  before  beginning  of  test,  175  pounds. 
Ashes  during  test,  226  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


19 


tube  marine  boiler,  May  29, 1901. 
with  natural  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Water. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

0.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
-  .05 
-  .05 
-  .05 
-  .06 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
.0 
-  .02 
-  .02 
-  .02 

-0.20 
--  .20 
18 

-0.20 
-  .20 
20 

-0.20 
-  .20 
20 

-0.20 
-  .22 
22 

Jf 

* 

t 

Lbs. 

Lbs. 

Lbs. 

13 

4 

1.5 

14.1 

-  .16 
-  .18 
-  .18 
-  .16 
18 

-  .20 
-  .20 
20 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
20 

-  .22 
-  .20 
20 

11.2 

5.1 

1.7 

15.4 

10,  570 

10,  570 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .20 
20 

-  .20 
-  .20 
.20 
-  .22 
-  .22 
-  .22 
-  .26 
-  .28 
-  .28 
26 

12.3 

4.7 

1.6 

14.8 

-  .16 
-  .16 
-  .16 
-  .18 
-  .18 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .18 
-  .18 
-  .20 
-  .18 
-  .18 
-   .18 
-  .18 
-  .16 
-  .16 
-  .18 
-  .18 
-  .20 
20 

11.5 

6 

1.4 

16.3 

10,252 

20,822 

11.2 

5,1 

1.4 

15.6 

-  .20 
-  .20 
-  .20 
-  .20 
20 

9.5 

5.2 

2.8 

14.9 

10,320 

31,142 

11.4 

3.7 

2.6 

13.5 

-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .20 
20 

-  .26 
.26 

10.1 

7.4 

1.2 

18.5 

9,994 

41,  136 

-  .28 
-  .28 
-  .28 
-  .26 
-  .28 
-  .26 
-  .28 
-  .26 
-  .24 
-  .24 
-  .26 
-  .28 
-  .30 
-  .30 
-  .28 

10.9 

4.5 

2.8 

14.1 

9.4 

5.3 

2.5 

15.5 

9,653 

50,789 

10.4 

4 

3.1 

13.7 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
22 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .22 
-  .25 
-  .25 

11.6 

4.9 

2 

14.9 

9,122 

59,  911 

10.7 

3.7 

3.3 

13.2 

11.4 

4.4 

2 

14.5 

8  846 

•68,  757 

11.  7    |          3.  5 

3 

13.1 

-  .22 
-  .20 

-  .25 
-  .25 

9,192 

77,949 

-  .0008 

-  .177 

-  .20 

-  .20 

-  .24 

11.08 

4.75 

2.19 

14.8 

9,744 

Refuse,  including  sweepings  from  tubes  and  baffles,  549  pounds. 

Per  cent  of  moisture  in  coal  by  chemical  analysis,  0.79. 

Average  interval  between  firings,  6i  minutes.  Average  interval  between  rakings,  eight  minutes. 
Average  thickness  of  fire,  6  inches.  The  draft  was  checked  by  means  of  a  damper  in  the  smoke  pipe, 
so  as  to  keep  the  rate  of  combustion  at  about  1,100  pounds  of  coal  per  hour.  Average  smoke  by  Ring- 
elmann  charts,  2.2.  At  1.40  o'clock  two  bricks  came  down  from  combustion-chamber  baffle. 


20 


BUREAU    OF    STEAM    ENGINEERING. 


No.  5. — Test  of  Hohenstein  water- 
[Six  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

9  30  a  m     . 

Lbs. 
275 
270 
275 
275 
275 
275 
275 
272 
273 
273 
273 
275 
275 
275 
275 
275 
275 
275 
275 
275 
273 
273 
275 
272 
272 

Deg.  F. 
130 
125 
125 
130 
130 
136 
132 
128 
130 
120 
130 
130 
130 
128 
130 
132 
128 
134 
130 
130 
132 
126 
128 
126 
132 

Deg.  F. 
400 
401 
402 
402 
402 
402 
400 
401 
402 
402 
402 
402 
401 
402 
401 
402 
402 
402 
401 
401 
401 
402 
403 
404 
401 

Deg.  F. 
304 
304 
307 
309 
308 
309 
309 
310 
310 
310 
312 
311 
312 
313 
314 
314 
313 
316 
317 
317 
311 
314 
316 
317 
318 

0.984 
.984 
.985 
.987 
.986 
.987 
.986 
.987 
.988 
.988 
.989 
.988 
.988 
.989 
.990 
.990 
.989 
.981 
.992 
.992 
.987 
.990 
.990 
.990 
.992 

Ins. 
0 
+1 
0 
0 

5 

+1 

0 
0 
0 
0 

+  i 

+  i 
0 

+  t 

0 

+1 

+!• 
+  * 

V 

0 
0 
0 
0 

Deg.  F. 
80 

Deg.  F. 
118 
125 
130 
133 
135 
137 
138 
139 
139 
139 
143 
141 
140 
142 
141 
141 
143 
142 
144 
147 
146 
145 
146 
146 
148 

Deg.  F. 

9  45  a  m 

10  a.  m  

730 

10.15  a.  m  

10  30  a  m 

82 

660 

10  45  a  m 

11  a.  m  

690 

11.15  a.  m  .  .. 

11  30  a  m 

84 

675 

11.45  a.  m  

12  m  

675 

12  15  p  m 

12.30  p.  m  
12.45  p.  m  

85 

740 

1pm. 

700 

1  15  p  m 

1.30  p.  m  

86 

700 

1.45  p.  m  

2pm 

670 

2  15  p  m 

2.30  p.  m  

86 

670 

2.45  p  m         

3pm 

745 

3.15  p.  m  

3.30  p.  m  

86 

528 

Average  ... 

274 

126.6 

988 

84.1 

139.5 

681 

State  of  weather,  bright  and  sunshiny. 
Barometer  at  noon,  30.08  inches. 
Revolutions  of  blower,  243  per  minute. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Wood  burned  in  starting  fires,  360  pounds. 
Coal  burned  in  starting  fires.  2,200  pounds. 
Coal  burned  during  test,  10,695  pounds. 


No.  6. — Test  of  Hohenstein  water- 
[Three  and  one-half  hours' 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

9  30  a  m 

Lbs. 
275 
273 
270 
272 
272 
270 
270 
272 
270 
272 
275 
273 
272 
272 

Deg.  F. 
112 
118 
118 
112 
110 
112 
110 
108 
110 
112 
120 
130 
130 
130 

Deg.  F. 
398 
398 
398 
399 
399 
399 
399 
400 
399 
400 
400 
400 
400 
401 
399 

Deg.  F. 
296 
310 
311 
309 
310 
309 
306 
306 
321 
324 
319 
317 
324 
329 
328 

0.980 
988 
989 
988 
988 
988 
985 
986 
995 
996 
993 
992 
996 
999 
998 

Ins. 
0 
0 
0 
0 
0 
0 
0 
0 
0 
0 
+  * 
0 
0 
0 
0 

Deg.  F. 
70 

Deg.F. 
106 
116 
120 
120 
124 
124 
124 
128 
131 
132 
133 
134 
137 
140 
141 

Deg.  F. 

9  45  a  m 

10  a  m 

840 

10  15  a  m 

....... 

10.30  a.  m  

930 

10  45  a  m 

11  a  m  » 

800 

11  15  a  m 

11.30  a.  m  

76 

1,450 

11  45  a  m 

12  m 

1,240 

12  15  p  m 

12.30  p.  m  .. 

77 

1,060 

12  45  p  m 

1pm 

1,560 

Average  ... 

272 

116.5 

990 

74.75 

127.3  jl.126.7 

State  of  weather,  bright  and  sunshiny. 
Barometer  at  noon,  29.95  inches. 
Revolutions  of  blower,  375  per  minute. 
Kind  of  fuel,  Pocahontas  coal,  run  of  mine. 
Coal  burned  during  test,  8,736—275=8,461  pounds. 
Ashes  during  test,  591  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


21 


tube  marine  boiler,  June  5,  1901. 
with  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Water. 

Fire 
room. 

Ash  pit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Base  of 
stack. 

C02. 

0. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

1 
1 
.05 
.10 
.05 

.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 

0.05 
1 

1 
1.05 
1 
.95 
.95 
.95 
.95 
.95 
1.05 
1.05 
1.05 
1.05 
1.05 
.05 
.05 
.05 
.05 
.05 
.05 
.05 
1.05 
1.05 
.95 

0.80 
.85 
.85 
.85 
.85 
.85 
.80 
.70 
.75 
.75 
.70 
.75 
.85 
.80 
.85 
.85 
.80 
.80 
.85 
.80 
.75 
.80 
.80 
.80 
.75 

0.60 
.60 
.60 
.60 
.60 
.60 
.60 
.55 
.60 
.60 
.60 
.60 
.65 
.65 
.65 
.65 
.65 
.65 
.70 
.65 
.65 
.65 
.65 
.65 
.60 

-0.4 
4 

-  !45 
-  .45 

A 

-  !4 

A 

—     4 
-  !4 
-  .4 
-  .4 
-  .4 
-  .4 
—  .4 
-  .4 
—  .4 

A 

-  !4 

i 

i 

t 

Lbs. 

Lbs. 

Lbs. 

12.2 

4.4 

1.6 

14.5 

10 

5.7 

2 

16.1 

15,200 

15,200 

11.1 

4.3 

2.Y 

14.4 

9.7 

5.2 

2.3 

15.4 

15,041 

30,241 

11 

4.3 

2 

14.5 

12.2 

4.8 

1.4 

15 

16,  505 

46,746 

10.7 

4.8 

2.2 

14.9 

10 

6.6 

1.8 

17.1 

14,914 

61,660 

9.8 

4.9 

2.7 

14.8 

9.4 

5.7 

2.3 

16 

15,270 

76,930 

11.2 

4.3 

2.1 

14.4 

6.9 

5.4 

3.9 

15.2 

15,  534 

92,464 

1.064       1.016 

.80 

.624    -  .404 

10.35. 

5.03 

2.2 

15.2 

15,  411 

Ashes  before  beginning  test,  200  pounds. 
Ashes  during  test,  1,038  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  539  pounds. 
Per  cent  of  moisture  in  coal,  by  chemical  analysis,  0.79. 

Fired  and  raked  alternately  at  intervals  averaging  8  minutes  for  each.    Average  smoke  by  Ringel- 
mann  charts,  2.2. 


tube  marine  boiler,  June  8,  1901. 
duration  with  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Water. 

Fire 
room. 

Ashpit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Base  of 
stack. 

C02. 

O. 

CO. 

Drv  air 
per 
pound 
carbon. 

Fed  per 
hour. 

Total 
weight 
fed. 

2 
2 
2 
2 

2 
2 

2.1 
2.1 
2.2 
2 
1.95 
2 
2 
2 

1.95 
1.90 
1.95 
1.90 
1.95 
1.95 
2 
2 
2.15 
2.05 
1.90 
1.95 
1.95 
1.95 

1.50 
1.50 
1.55 
1.55 
1.60 
1.60 
1.65 
1.70 
1.70 
1.60 
1.45 
1.50 
1.45 
1.50 

1.35 
1.35 
1.40 
1.40 
1.45 
1.45 
1.45 
1.50 
1.50 
1.40 
1.30 
1.40 
1.40 
1.45 

-0.30 
.30 

Jl 

t 

$ 

Lbs. 

Lbs. 

Lbs. 

-  .30 
-  .25 
-  .20 
-  .20 
-  .25 
-  .15 
-  .10 
-  .15 
-  .20 
-  .30 
-  .30 
-  .30 

13 

2.2 

10.5 

3.9 

1.9 

14.3 

17,641 

17,641 

11.8 

4.9 

1.3 

15.3 

17.8 

.7 

.1 

12 

17,  521 

35,  162 

16.7 

1.7 

.2 

12.6 

16.6 

2.4 

.1 

13.2 

16,648 

51,810 

10 

8.8 

.7 

20.6 

8,729 

60,  539 

2.025 

1.968 

1.56 

1.41 

-  .235 

13.77 

3.73 

.928 

14.66 

17,297 

Refuse,  including  sweepings  from  tubes  and  baffles,  626  pounds. 

Per  cent  of  moisture  in  coal  by  chemical  analysis,  0.79. 

Fired  and  raked  alternately  at  intervals  averaging  6  minutes  for  each.  Average  smoke  by  Ringel- 
manii  charts,  3.4.  Almost  continual  flaming  in  stack.  Base  of  stack  occasionally  red  hot.  Test 
stopped  prematurely  at  1  o'clock  on  account  of  roof  taking  fire.  The  fires  were  about  2  inches  thicket 
at  end  of  trial  than  at  beginning,  corresponding  to  a  difference  of  about  275  pounds  of  coal. 


22 


BUREAU    OF    STEAM    ENGINEERING. 


No.  7. — Test  of  Hohenstein  water-tube 
[Eight  hours'  duration 


Time. 

Steam 
press- 
ure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

8  30  a  m 

Lbs. 

Deg.  F. 

Deg.  F. 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
403 
404 
404 
404 
404 
404 
404 
404 
402 
404 
404 
404 
404 
404 
404 
404 
404 
404 

Deg.  F. 
306 
307 
307 
309 
309 
309 
309 
309 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
312 
311 
312 
311 
310 
311 
311 
310 
.  310 
310 
310 
311 
311 
312 
312 

0  984 
985 
985 
986 
986 
986 
986 
986 
986 
986 
986 
986 
986 
986 
986 
987 
986 
986 
987 
987 
987 
987 
986 
988 
987 
986 
986 
986 
986 
987 
987 
988 
.988 

Ins. 
2i 
2* 
2i 
2 
2 

2 
2 
2ft 

2 

at 

2 
2 

? 

2 
24 

a 

2* 
2* 
2} 
2* 
2* 
2ft 
21 
2} 
2* 
2* 
24 
2* 

P 

3 

Deg.  F. 

Deg.  F. 
-110 
117 
117 
121 
126 
130 
137 
137 
138 
140 
143 
141 
144 
148 
143 
148 
148 
147 
144 
148 
144 
150 
143 
150 
158 
162 
164 
160 
159 
162 
160 
156 
155 

Deg.  F. 

8  45  a  m 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

126 
124 
124 
128 
124 
126 
128 
130 
128 
128 
126 
126 
134 
134 
128 
130 
130 
130 
132 
134 
132 
130 
134 
134 
136 
138 
140 
140 
140 
142 
140 
142 

60 

540 

9  15  a  m 

555 

9  45  a  m 

66 

535 

10  a  m 

10  15  a  m 

570 

10  30  a  m 

10  45  a  m 

68 

575 

11  15  a  m 

560 

11  30  a  m 

11.45  a.  m  

72 

581 

12  m 

12  15  p  m  . 

560 

12  30  p  m 

12.45  p.  m  

74 

584 

550 

1  30  p  m  * 

145pm  

76 

560 

2  15  p  m 

560 

2  45  p  m 

76 

570 

3.15  p.  m  



565 

3.45  p.  m  

78 

570 

565 

4  30  p  m 

Average  ... 

275 

131.8 

.986 

71? 

144 

562£ 

State  of  weather,  clear. 

Barometer  at  noon.  30.34  inches. 

Kind  of  fuel,  New  River  coal,  run  of  mine. 

Wood  burned  in  starting  fires,  360  pounds. 

Coal  burned  in  starting  fires,  2,000  pounds. 

Ashes  before  beginning  test,  198  pounds. 

Ashes  during  test,  485  pounds. 


OK    STKAM     KNCMNKKRINd. 


23 


marine  boiler,  October  21,  1901. 
with  natural  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Ashpit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 
stack. 

C02. 

0. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed 
per 
hour. 

Total 
weight 
fed. 

i 

t 

',' 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

-0.05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 

-0.10 
10 

-0.07 
06 

-0.15 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .22 
-  .24 
-  .24 
-  .24 
—  .22 
-  .24 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .20 
-  .20 

-0.50 
-  .50 
-  .50 
-  .50 
.50 

9.7 

6.2 

i.i 

17.5 

-  .10 
-  .10 
-  .10 
-  .10 
-  .12 
-  .14 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .18 
-  .18 
-  .18 
-  .18 
-  .18 
-  .20 
-  .20 
-  .18 
-  .20 
-  .18 
-  .18 
-  .18 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .14 
-  .14 

-  .06 
-  .06 
-  .06 
-  .06 
-  .08 
-  .08 
-  .10 
-  .10 
-  .10 
-  .08 
-  .12 
-  .12 
-  .12 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .14 
-  .14 

10 

5.8 

1.1 

17 

1,300 

1,300 

9,534 

9,634 

10.1 

5.6 

2 

15.9 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .oO 
-  .50 
-  .50 
-  .50 

9.5 

5.7 

2.1 

16.2 

1,175 

2,475 

9,554 

19,088 

10 

6.5 

1.1 

17.7 

10 

6.7 

1.8 

16.2 

1,125 

3,600 

9,693 

28,781 

10.2 

6.2 

1.6 

16.8 

9.2 

7.4 

1.2 

19.1 

1,100 

4,700 

9,058 

37,839 

9.2 

6.8 

1.7 

17.8 

9.2 

6.8 

1.8 

17.7 

1,100 

5,800 

8,660 

f. 

46,499 

9.1 

7.7 

1 

19.7 

8.7 

6.8 

2.3 

i7.5 

i,666 

6,800 

8,381 

54,880 

8.5 

6.1 

1.6 

17.6 

8 

6.4 

1.8 

18 

650 

7,450 

7,217 

62,097 

8.8 

6.7 

1.2 

18.5 

8 

7.3 

.9 

20.4 

605 

8,055 

6,475 

68,572 

-  .05 

-  .155 

-  .116 

-    .216 

-  .50 

9.26 

6.48 

1.52 

17.7 

1,007 

8,558 

Refuse,  including  sweepings  from  tubes  and  baffles,  561  pounds. 

Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  3.14. 

Average  interval  between  firings,  6  minutes.  Raked  and  sliced  alternately  between  firings. 
Thickness  of  fire  during  first  four  hours,  6  inches;  for  next  two  hours,  9  inches;  then  allowed  to  burn 
down  to  original  thickness.  Average  smoke  by  Ringelmann  charts,  2. 


BUREAU    OF    STEAM    ENGINEERING. 


No.  8. — Test  of  Hohenstein  water-tube 
[Six  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

9am 

Lbs. 

Deg.  F. 

Deg.  F. 

Deg.  F. 

Ins. 
24 
2* 
24 
2| 

3 

2i 
2i 

9 

2| 

2£ 
2J 
3 
3 
3 
24 
2f 
3 

A 
O 

24 
24 
24 
24 

Deg.  F. 

Deg.  F. 
106 
111 
114 
116 
118 
118 
123 
120 
123 
128 
124 
124 
128 
125 
127 

Deg.  F. 

9.15  a.  m  

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

128 
130 
120 
120 
118 
119 
124 
120 
129 
122 
126 
128 
126 
122 
128 
126 
124 
122 
126 
132 
136 
132 
130 
138 

403 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
401 
402 
402 
402 
402 
402 
402 
402 
402 

292 
292 
295 
292 
292 
293 
292 
293 
296 
292 
290 
290 
292 
292 
291 
289 
290 
289 
289 
291 
288 
288 
288 
288 

0.976 
.977 
.979 
.977 
.977 
.977 
.977 
.977 
.979 
.977 
.976 
.976 
.977 
.977 
.976 
.976 
.976 
.975 
.975 
.976 
.975 
.975 
.975 
.975 

70 

630 

1 

9  30  a.  m       

9  45  a  m 

637  ! 

10  a.  m  

10.15  a.  m  

72 

670 

10  30  a  m 

10  45  a  m 

630  , 

11  a.  m  

11.15  a.  m  

76 

680 

11  30  a  m 

11.45  a.  m  

678 

12m  

"76"" 

12.15  p.  m  . 

667 

12.30  p.  m  
12.45  p.m  

1  p.  m  .  . 

128 
130 
129 
128 
128 
124 
127 
131 
131 
126 

660 

1  15  p  m 

76 

660 

1.30  p.  m  

1.45  p.  m  .  .*.  

680 

2pm 

2  15  p  m 

76 

635 

2.30  p.  m  

2.45  p.  m 

620 

3pm 

Average  ... 

275 

126.1 

976 

74.34 

123.  5           654 

State  of  weather,  cloudy. 

Barometer  at  noon.  29.95  inches. 

Kind  of  fuel,  New  River  coal,  run  of  mine. 

Wood  burned  in  starting  fires,  250  pounds. 

Coal  burned  in  starting  fires,  1,910  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


25 


marine  boiler,  October  28,  1901. 
with  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Fire 
room. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

o, 

CO. 

Dry 
air 
per 
pound 
car- 
bon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed 
per 
hour. 

Total 
weight 

J< 

* 

t 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

1 

1.05 
1.05 
1.05 
1.05 
1.05 
1.05 
1.08 
1.08 
1.08 
1.05 
1.08 
1.10 
1.10 
1.10 
1.10 
1.08 
1.08 
1.08 
1.05 
1.08 
1.08 
1.10 
1.10 

0.95 
.95 
1 
1 
1 

1 
1 
1 
1 
1 
1 
1 
1.05 
1.05 

0.80 
.78 
.70 
.75 

.75 
.75 
.80 
.75 
.80 
.80 
.80 
.82 
.85 
.85 
.85 
.85 
.85 
.85 
.85 
.85 
.85 
.85 
.85 
.85 

0.70 
.70 
.65 
.70 
.70 
.68 
.70 
.70 
.70 
.70 
.70 
.75 
.72 
.72 
.76 
.75 
.75 
.75 
.75 
.75 
.75 
.75 
.75 
.75 

0.45 
.50 
.45 
.48 
.45 
.45 
.50 
.50 
.50 
.50 
.50 
.55 
.55 
.55 
.58 
.55 
.55 
.55 
.55 
.65 
.55 
.55 
.50 
.50 

-0.50 
-  .47 
-  .45 
-  .42 
-  .45 
-  .43 
-  .45 
-  .45 
-  .43 
-  .45 
-  .45 
-  .42 
-  .45 
-  .48 
-  .45 
-  .50 
-  .50 
-  .50 
-  .48 
-  .48 
-  .48 
-  .48 
-  .48 
-  .48 

8.6 

7.3 

1.5 

19 

8.9 

7 

2.1 

17.8 

2,000 

2,000 

13,996 

13,996 

9 

6.5 

1.5 

17.8 

7.7 

7 

2.9 

17.6 

1,800 

3,  800     14,  508 

28,504 

9 

6.3 

1.9 

17.2 

8.6 

7.2 

i.i 

19.5 

1,800 

5,600 

14,344 

42,848 

9.5 

6.7 

1.6 

17.7 

9.5 

6.6 

1.3 

17.9 

1,600 

7,200 

14,194 

57.042 

10 

6.6 

1.1 

17.8 

9 

7.2 

1.6 

18.5 

1,400 

8,600 

13,  459 

70,501 

9.1 

8.3 

.6 

21 

7.5 

6.6 

1.9 

18.5 

1,098 

9,698 

10,  246 

80,  747 

1.07 

1 

.813 

.722 

.515 

-  .464 

8.87 

6.94 

1.59 

18.4 

1,616 

13,458 

Ashes  before  beginning  test,  161  pounds. 
Ashes  during  test,  365  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  528  pounds. 
Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  3.14. 

Average  interval  between  firings,  6  minutes.    Raked  and  sliced  alternately  between  firings.    Occa- 
sional flames  in  stack.    Average  smoke  by  Ringelmann  charts,  2. 


26 


BUREAU    OF    STEAM    ENGINEERING. 


No.  9. — Test  of  Hohenstein  water-tube 
[Four  hours'  duration 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Temper- 
ature of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

12  45  p  m 

Lb*. 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 

Deg.  F. 
396 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 
397 

Deg.  F. 
290 
292 
294 
292 
297 
294 
296 
294 
296 
293 
292 
294 
293 
292 
292 
291 
294 

0.978 
.979 
.980 
.979 
.982 
.980 
.981 
.980 
.981 
.979 
.979 
.980 
,979 
.979 
.978 
.978 
.980 

Ins. 

f 

2 
4 
2* 
2i 
2 
2| 
3 
2* 
2J 
2J 

3* 
3? 

24 
21 

Deg.  F. 

Deg.  F. 
102 
102 
102 
104 
104 
105 
108 
110 
108 
110 
108 
109 
109 
108 
108 
107 
106 

Deg.  F. 

1pm 

112 
110 
110 
112 
112 
116 
112 
112 
112 
112 
112 
110 
110 
112 
112 
112 

685 

1  15  p  m 

1  30  p  m 

713 

1.45  p.  m          

68 

2  p  in 

750 

2  15  p  m 



2.  30  p.m.  

650 

2  45  p  m 

68 

3pm 

732 

3.15p.m  

3  30  p.  m 

605 

3  45  p  m 

68 

4  p.  m  

725 

4.15  p.  m 

4  30  p  m 

640 

4.45  p.m.  
Average  — 

68 

275 

111.  75 

.980 

68 

106.5 

687.5 

State  of  weather,  smoky.  v 

Barometer  at  noon,  30.25  inches. 

Kind  of  fuel,  New  River  coal— run  of  mine. 

Wood  burned  in  starting  fires,  361  pounds. 

Coal  burned  in  starting  fires,  2,200  pounds. 


BUREAU    OF   STEAM    ENGINEERING. 


27 


marine  boiler,  October  26,  1901. 
with  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Fire 
room. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 
stack. 

C02. 

O. 

CO. 

Dry 
air 
per 
pound 
car- 
bon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed 
per 
hour. 

Total 
weight 
fed. 

% 

t 

* 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 
2.10 

2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 

1.40 
1.45 
1.45 
1.45 
1.45 
1.45 
1.45 
.45 
.45 
.40 
.40 
.40. 
.40 
1.40 
1.40 
1.40 

.25 
.25 
.25 
.30 
.30 
.30 
.25 
.25 
.25 
.20 
.20 
.20 
.22 
1.22 
1.25 
1.25 

.05 
.05 
.10 
.15 
.15 
.10 
.10 
.10 
.10 
.05 
.05 
.05 
.05 
1.05 
1.10 
1.10 

-0.90 
-  .95 
-  .95 
-1 
-  .95 
-1 
j^ 

-1 
-1 
1 

7.5 

6.3 

2.4 

17.1 

8.3 

6.7 

1.5 

18.1 

2,450 

2,450 

18,  147 

18,  147 

10 

5.9 

1.9 

16.4 

9.6 

6.4 

1.4 

17.5 

2,350 

4,800 

18,662 

36,809 

9.2 

6.5 

1.7 

17.5 

-1 

-1 
-1 
-1 

—  1 

-1 

9.4 

6.3 

2 

16.9 

2,300 

7,100 

18,1% 

55,005 

9.8 

6.8 

1 

18.2 

10 

6 

1.4 

16.9 

1,900 

9,000 

16,  639 

71,644 

2.10 

2 

1.43 

1.25 

1.08 

-  .98 

9.2 

6.4 

1.7 

17.3 

2,250 

17,  911 

Ashes  before  beginning  test,  152  pounds. 
Ashes  during  test,  391  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  732  pounds. 
Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  3.14. 

Average  interval  between  firings,  6  minutes.    Raked  and  sliced  alternately  between  firings, 
quent  fires  in  stack.    Average  smoke  by  Ringelmann  charts,  i. 


Fre- 


28 


BUKEAU    OF    STEAM    ENGINEERING. 


No.  10, — Test  of  Hohenstein  water-tube 
[Eight  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Temper- 
ature of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

8  45  a  m 

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
.275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
120 
124 
120 
126 
126 
119 
127 
120 
129 
119 
124 
126 
124 
126 
130 
126 
130 
130 
124 
126 
130 
126 
140 
120 
130 
130 
122 
134 
126 
124 
125 
129 
124 

Deg.  F. 
402 
402 
402 
402 
402 
402 
402 
404 
402 
402 
402 
402 
402 
402 
402 
402 
403 
406 
403 
402 
403 
402 
402 
402 
403 
402 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
302 
306 
314 
316 
311 
326 
326 
330 
313 
312 
310 
312 
310 
310 
308 
312 
309 
311 
314 
313 
310 
311 
310 
309 
309 
310 
310 
310 
310 
311 
310 
308 
310 

0.983 
.985 
.990 
.991 
.988 
.997 
.997 
.998 
.989 
.989 
.987 
.988 
.987 
.987 
.986 
.988 
.986 
.986 
.989 
.989 
.987 
.988 
.987 
.987 
.986 
.987 
.987 
.987 
.987 
.988 
.987 
.986 
.987 

7ns. 
24 

2* 

It 

2J 
3 
2ft 

2* 

2i 

2i 
2* 
2f 
2ft 
2* 
2i 
24 
g 
2J 
24 

I 

2J 
2* 

2i 
2i 

3 

2i 

2* 
2* 
2i 

2| 

Deg.  F. 
62 

Deg.  F. 
Ill 
110 
118 
120 
118 
120 
122 
124 

Deg.  F. 
525 

9  a.  m  

9.15  a.  m  

580 

9  30  a  m 

9  45  a  m 

66 

590 

10  a.  m  

10.15  a.  m  

"666"' 

10  30  a  m 

10  45  a  m 

62 

128 
129 
124 
125 

560 

11  a.  m  

11.15  a.  m 

540 

11  30  a  m 

11.45  a.  m  

60 

126 
124 
126 
127 
124 
121 
126 
124 
127 
127 
129 
131 
132 
126 
130 
130 
130 
134 
134 
132 
130 

500 
"635*" 

12m  

12  15  p  m 

12  30  p  m 

12.45  p.  m  

1  p.  m 

63 

575 

1  15  p  m 

680 

1.30  p.  m  

1.45  p.  m  

63 

490 

2pm 

2  15  p  m         . 

495 

2.30  p.  m  

2  45  p  m 

64 

510 

3  p.  m  

3.15  p.  m  

495 

3  30  p  m         .     . 

'"63"" 

3  45  p  in 

527 

4  p.  m  

4.i5  p.  m  

500 

4  30  p  m 

4.45  p.  m  

61 

520 

Average  

275 

125.  94 

988 

62  7 

125 

548.4 

State  of  weather,  clear  and  humid. 

Barometer  at  noon,  30.20  inches. 

Kind  of  fuel,  Pocahontas  coal,  hand  picked  and  screened. 

Wood  burned  in  starting  fires,  350  pounds. 

Coal  burned  in  starting  fires,  2,792  pounds. 

Ashes  before  beginning  test,  225  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


29 


marine  boiler,  November  6,  190 L 
with  natural  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 
stack. 

C02. 

O. 

CO. 

Dry  air 
per 
pound 
carbon  . 

Fired 
per 
hour. 

Total 
weight 
flred. 

Fed   , 
per 
hour. 

Total 
weight 
fed. 

-0.05 
.05 

-0.10 
-  .10 
-  .10 
-  .10 
-  .12 
-  .14 
-  .20 
-  .20 
-  .17 
-  .18 
-  .15 
-  .20 
-  .18 
-  .18 
-  .15 
-  .20 
-  .20 
-  .20 
-  .18 
-  .15 
-  .15 
—  .14 
-  .14 
-  .14 
—  .14 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .12 
-  .12 
-   .12 

-0.10 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .14 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .16 
-  .16 
-  .15 
-   .15 
.15 

-0.10 
-  .10 
-  .10 
-  .15 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-   .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 

-0.50 
-  .50 
50 

11*1 

i 

4.7 

'A 

Lbs. 
14.7 

Lbs, 

Lbs. 

Lbs. 

Lbs. 

-  .05 
-  .05 
-  .05 
-  .05 
.05 

9.5 

4.5 

2.7 

14.5 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
.50 

9.9 

5 

2.6 

15 

1,582 

1,582 

9,251 

9,251 

10 

5.1 

2.2 

15.3 

-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 

9.5 

4.8 

1.7 

15.6 

988 

2,570 

9,843 

19,094 

9.6 

5.3 

1.7 

16.1 

8.8 

5.5 

2 

16.3 

1,060 

3,630 

9,518 

28,612 

9 

6.2 

2.3 

16.7 

8.9 

5.1 

2.7 

15.2 

1,114 

4,744 

8,931 

37,543 

10.2 

4.6 

1.6 

15.2 

7.6 

5.7 

2.5 

16.6 

888 

5,632 

8,961 

46,504 

7.1 

6.5 

18.5 

-  .15 
-  .14 
-  .14 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .12 
-  .12 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 

7.6 

5.3 

2.6 

16.1 

890 

6,522 

7,906 

54,410 

8.8 

5            2.4 

15.4 

6.3 

5.6 

2.8 

16.8 

838 

7,360 

7,984 

62,394 

8.8 

4.3 

1.5 

15.5 

8.4 

4.1 

1.3 

15.6 

939 

8,299 

7,754 

70,148 

-  .05 

.15 

-  .14 

-  .19 

-  .50 

8.89 

5.14  !    2.16 

i 

15.8 

1,037 

8,769 

Ashes  during  test,  214  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  526  pounds. 

Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  2.04. 

Fired  every  6  minutes.  Raked  after  each  second  firing.  Sliced  at  intervals  of  about  20  minutes. 
8.45  to  10.45,  thick  fires  and  frequent  flames  in  stack.  10.45  to  end  of  test,  thin  fires  and  little  or  no 
flaming  in  stack.  One  calorimeter  out  of  order.  Smoke  by  Ringelmann  charts,  1. 


30 


BUREAU    OF    STEAM    ENGINEERING. 


No.  11. — Test  of  Hohenstein  water-tube 
[Eight  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Temper- 
ature of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

'  Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

8  45  a  m 

JJb9. 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
122 
106 
124 
120 
128 
127 
124 
118 
130 
123 
125 
123 
125 
120 
126 
112 
126 
113 
124 
118 
132 
120 
130 
122 
128 
117 
122 
122 
122 
118 
123 
123 
124 

Deg.  F. 
402 
•    403 
403 
403 
403 
403 
404 
403 
403 
404 
404 
403 
403 
403 
403 
403 
402 
402 
403 
403 
403 
403 
404 
403 
403 
403 
403 
404 
404 
404 
404 
403 
404 

Deg.  F. 
300 
302 
304 
305 
306 
307 
308 
310 
311 
312 
312 
312 
312 
312 
312 
313 
313 
314 
313 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
316 

0.981 
.982 
.983 
.984 
.984 
.985 
.985 
.986* 
.987 
.987i 
.987i 
.988 
.987* 
.988 
.987i 
.988 
.989 
.989i 
.987i 
.989 
.989 
.989 
.988i 
.989 
.989 
.989 
.989 
.988i 

!988! 
.988* 
.989 
.990 

Ins. 
2£ 
2i 
2| 
2* 
2} 
2* 
2| 
2? 
2| 
2| 
24 
2i 
24 
2* 

? 
? 

2i 

2* 
24 
2* 
24 
2f 
2| 
24 
2$ 

a 

24 

2^ 
24 

2£ 

Deg.  F. 
44 

Deg.  F. 
92 
88 
88 
94 
98 
107 
108 
120 
120 
130 
126 
122 
126 
129 
128 
132 
138 
136 
135 
128 
142 
140 
138 
136 
132 
132 
138 
136 
136 
139 
137 
142 
144 

Deg.  F. 

9am 

512 

9  15  a  m          

9  30  a  m 

515 

9  45  a  m 

52 

10  a.  m  

10  15  a  m 

512 

10  30  a  m 

485 

10.  45  a.  m  

52 

11  a  m            .... 

505 

11  15  a  m 

11  30  a  m 

510 

11.  45  a.  m  

55 

12m 

515 
""536" 

12.  15  p.  m  

12  30  p  m 

12  45  p.  m 

59 

1pm 

560 

1  15  p  m 

1.30p.m         

530 

1  45  p  m 

57 

2pm 

520 

2  15  p.  m  

2  30  p  m 

540 

2  45  p  m 

57 

3  p,  m  

525 

3.  15  p  m 

3  30  p  m 

525 

3  45  p  m 

60 

4pm              . 

523 

4  15  p  m 

4  30  p  m 

527 

4.  45  p.  m 

60 

Average  

275           122.  3 

I 

987 

55.1 

125.4 

521 

State  of  weather,  cloudy,  occasional  sun. 

Barometer  at  noon,  30.18  inches. 

Kind  of  fuel,  Pocahontas  coal,  hand  picked  and  screened. 

Wood  burned  in  starting  fires,  350  pounds. 

Coal  burned  in  starting  fires,  1,435  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


31 


marine  boiler,  November  9,  1901. 
with  natural  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 
stack. 

C02. 

0. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
weight 

-0.05 
05 

-0.08 
—  .08 

-0.08 
-  .08 
-  .08 
-  .08 
-  .08 
-  .08 
08 

-0.10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
10 

-0.50 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
56 

X 

* 

t 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

9.4 

4.5 

2 

15.1 

-  .05 
-  .05 
-  .05 
-  .05 
.05 

-  .08 
-  .08 
-  .08 
-  .08 
.08 

7.6 

4.5 

2.1 

15.6 

938 

938 

8,455 

8,455 

5.3 

5 

2.6 

16.9 

-.05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
—  .05 
05 

-  .08 
-  .08 
08 

-  .08 
-  .08 
08 

6.2 

4.8 

2.4 

16.3 

937 

1,875 

7,067 

15,522 

8.4 

4.6 

1.7 

15.9 

-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
.10 

-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
.10 

-  .12 
-  .12 
-  .12 
-  .12 

-  .12 
-  .12 
12 

-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55' 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 

6.9 

5.3 

2.6 

16.4 

937 

2,812 

7,673 

23,  195 

8.8 

4.5 

2 

15.3 

8.9 

4 

1.7 

15 

1,014 

3,826 

8,768 

31,963 

-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .05 
-  .02 
-  .02 
-  .02 
-  .02 
-  .02 

-  .12 
-  .12 
-  .12 
-  .12 
.12 

9.3 

4.3 

2 

14.9 

7.4 

4.6 

3 

15 

968 

4,794 

8,772 

40,  735 

8.6 

4.8 

1.9 

15.8 

-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 

-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 
-  .10 

-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 
-  .12 

9.4 

4.2 

2.5 

14.4 

940 

5,734 

8,453 

49,  188 

8.1 

4.5 

2.4 

15.3 

7 

4.6 

2.3 

15.8 

888 

6,622 

8,079 

57,267 

8 

4.6 

2.4 

15.3 

8.6 

4.1 

1.4 

15.5 

814 

7,436 

8,163 

65,  430 

-  .045 

-  .094 

-  .094 

-  .114 

-  .548 

8 

4.6 

2.2 

15.15 

930 

8,179 

Ashes  before  beginning  test,  303  pounds. 
Ashes  during  test,  584  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  356  pounds. 
Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  1.15. 

Fired  every  6  minutes.    Raked  after  each  second  firing.    No  slicing  until  last  two  hours,  then  twice 
each  hour.    Fires  thin.    No  flaming  in  stack.    Very  little  smoke;  none  except  while  firing. 


32 


BUREAU    OF    STEAM    ENGINEERING. 


No.  12. — Test  of  Holienstein  water-tube 
[Six  hours'  duration 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Temper- 
ature of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

9  a.  m  

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
375 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
104 
120 
118 
132 
112 
131 
124 
113 
126 
117 
120 
117 
124 
106 
124 
124 
119 
112 
110 
122 
113 
110 
126 
135 
134 

Deg.  F. 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
401 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
303 
302 
306 
301 
302 
297 
304 
306 
306 
306 
306 
307 
307 
306 
304 
302 
302 
306 
306 
302 
305 
305 
302 
304 
303 

0.983 
.982* 

.984* 
.981* 
.982* 
.972i 
.983i 
.984i 
.984£ 
.984^ 
.984i 
.985 
.985 
.984i 
.983i 
.982i 
.982£ 
.985 
.984i 
.982i 
.984 
.984 
.982i 
.983* 
.983 

Ins. 
2* 
2* 
2* 
2J 
3 
2* 
2* 

2l 
2* 
24 
2i 
2* 
2* 
2* 
21 
2 
1* 
2J 
4* 

II 

2 
2* 

Deg.  F. 
50 

Deg.  F. 
92 
92 
102 
104 
100 
98 
105 
107 
108 
109 
109 
106 
106 
109 
107 
108 
110 
108 
108 
107 
102 
106 
106 
106 
104 

Deg.  F. 
""562" 

9  15  a.  m  

9.30  a.  m  

9.45  a.  m  

605 

10  a.  m  

51 

10  15  a  m 

590 

10.30  a.  m  

10.45  a.  m  

590 

11  a.  m         

52 

11  15  a  m 

590 

11.30  a.  m  

11.45  a.  m  

590 

12m 

53 

12.15  p.  m  
12.30  p.  m  

580 

12.45  p.  m 

570 

1  p.  m  

53 

1.15  p.  m  

590 

1.30  p.  m  ... 

1  4ft  p    TO 

565 

2  p.  m  

53 

2.15  p.  m  

600 

2.30  p.  m  

2.45  p.  m  

575 

3  p.  m  

53 

Average  ... 

275 

119.7 

983 

52 

105 

580 

State  of  weather,  gray  and  overcast. 

Barometer  at  noon,  30.09  inches. 

Kind  of  fuel,  Pocahontas  coal,  hand  picked  and  screened. 

Wood  burned  in  starting  fires,  350  pounds. 

Coal  burned  in  starting  fires,  2,762  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


33 


marine  boiler,  November  18,  1901. 

\vit1i  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Fire 
room. 

Ash 
pit. 

Fur- 
nace. 

Corn- 
bus-     Tube 

lion     clmm- 
cham-    Kr. 
ber. 

Base 
of 
stack. 

CO2. 

O. 

CO. 

Dry  air 
PIT 
pound 
carbon. 

Fired 

per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
wgght 

1 
.4 
1 
1 
1 
1 
1 
1 
1 
1 
1 

1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 
1 

1 

0.95 
.50 
.95 
.95 
.95 
.99 
.99 
.99 
1 
.99 

0.80 
.40 
.80 
.80 
.80 
.80 
.85 
.85 
.87 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 

0.75 
40 

.67 
.70 
.70 
.70 
.70 
.70 
.72 
.72 
.70 
.70 
.70 
.70 
.70 
.70 
.70 
.70 
.70 
.70 
.68 
.68 
.68 
.68 
.68 

0.52 
.30 
.55 
.50 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 
.52 

-0.55 
-  .50 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
--  .55 
-  .55 
-   .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 

qf 

* 

% 

Lbs.    i    Lbs. 

Lbs. 

Lbs. 

Lbs. 

7.4         3.7         1.9 

14.9 

8            3.7 

2.1 

14.5 

1,232 

1,232 

11,100 

11,100 

7.2 

3.9 

2.4 

14.6 

6.8 

4 

2.5 

14.9 

i,383 

2,615  i  10,625 

21,725 

7.7 

3.9 

2.6 

14.4 

8 

3.9 

1.9 

15 

1,533 

4,148 

12,054 

33,  779 

6.4 

3.4 

3 

13.9 

6.1 

3.6 

3.1 

14.1 

1,580 

5,72S 

13,  397 

47,  176 

8.2 

3.7 

2.1 

14.5 

6.1 

4.6 

2.3 

16.3 

1,430 

7,158 

12,  701 

59,877 

7.4 

3.9 

2.3 

14.8 

6.5 

3.6 

2.7 

14.4 

1,230 

8,388 

10,396 

70,273 

3 

.97 

.79 

.69 

.51 

-  .55 

7.15 

3.8 

2.4 

14.7 

1,398 

11,  712 

Ashes  before  beginning  test,  526  pounds. 
Ashes  during  test,  837  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  562  pounds. 
Per  cent  of  moisture  in  coal  by  weighing  and  drying  sample,  1. 59. 

Fired  every  7  minutes.    Raked  after  each  second*  firing.    No  slicing.    Very  little  smoke.    No  nam- 
ing in  stack.    9.15  a.  m.,  temporary  loss  of  air  pressure  due  to  window  blowing  out  of  fireroom. 

6939—02 3 


34 


BUKEAU    OF    STEAM    ENGINEERING. 


No.  13. — Test  of  Hohenstein  water-tube 
[Four  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

1  15  p  m 

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
100 
110 
96 
82 
90 
88 
90 
90 
88 
92 
88 
90 

(\A 

88 
88    ' 
90 
90 

Deg.  F. 
401 
401 
401 
401 
401 
401 
401 
401 
402 
401 
401 
401 
401 
402 
402 
401 
401 

Deg.  F. 
296 
2% 
295 
297 
296 
296 
293 
294 
294 
296 
296 
296 
291 
293 
291 
295 
295 

0.979 
.979 
.979 
.980 
.979 
.979 
.977 
.978 
.978 
.979 
.979 
.980 
.977 
.977 
.976 
.979 
.979 

Ins. 
2| 

9 

Deg.  F. 
40 

Deg.  F. 
80 
83 
85 
86 
86 
87 
87 
86 
90 
88 
88 
90 
88 
86 
86- 

Deg.  F. 
""760" 

1  30  p  m 

1.45  p.m  

2pm            .     ... 

ototototoootototo 

705 

2  15  p  m 

41 

2.  30  p.m  

685 

2  45  p.  m     .....  

3pm 

680 

3  15  p  m 

40 

3.30  p.m  

740 
""745" 

3  45  p  m 

4pm 

4.15  p.  m  

tO  tO  CO  M  tO 

40 

4  30  p.  m 

700 

4  45  p  m 

5  p,  m  

84 

84 

86 

780 

5.15p.m     

40 

Average  

275 

91.4 

979 

40.2 

717 

State  of  weather,  thin  clouds. 

Barometer  at  noon,  30.23  inches. 

Kind  of  fuel,  Pocahontas  coal,  hand-picked  and  screened. 

Wood  burned  in  starting  fires,  310  pounds. 

Coal  burned  in  starting  fires,  2,762  pounds. 

Ashes  before  beginning  test,  267  pounds. 


Hl'KKAl'     OK    STKAM     KN<  1 1  N  KKKI  N(i. 


35 


narine  boiler,  November  27,  1901. 
ivith  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Fire 
room. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
weight 
fed. 

2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 
2.1 

2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 

.90 
.60 
.65 
.65 
.50 
.62 
.60 
.45 
.57 
.50 
.40 
.45 
.60 
.57 
.62 
.60 
.60 

1.2 
1.2 
1.2 
1.2 
1.2 
1.2 
1.2 
1.2 
1.2 
1.1 
1.1 
1.1 
1.2 
1.2 
1.2 
1.2 
1.2 

0.90 
.90 
.90 
.90 
.90 
.90 
.85 
.80 
.85 
.80 
.80 
.82 
.90 
.90 
.85 
.85 
.80 

-0.60 
-  .75 
-  .75 
-  .80 
-  .80 
-  .75 
-  .75 
-  .75 
-  .80 
75 

t 

t 

t 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

9 

3.2 

2.6 

13.5 

9 

3.5 

1.7 

14.4 

2,663 

2,663 

21,  133 

21,133 

7.7 

3.5 

2.8 

13.8 

7.4 

3.4 

2.8 

13.8 

2,911 

5,574 

22,436 

43,  569 

9.4 

3.4 

2.8 

13.4 

-  .75 

80 

9.3 

3.3 

3.8 

12.8 

-  .80 
80 

2,662 

8,236 

22,090 

65,659 

8.1 

3 

2.9 

13.2 

-  .80 
-  .80 
80 

9.2 

2.8 

2.2 

13.3 

2,458 

10,  694 

20,535 

86,194 

2.1 

2 

1.58 

1.18 

.86 

-  .767 

8.64 

3.26 

2.7 

13.5 

2,674 



21,549 



Ashes  during  test,  460  pounds. 

Refuse,  including  sweeping!  " 

Per  cent  of  moisture  in  coal,  _,  — „ „ „__ «._ 

Fired  every  5  minutes.  Raked  after  each  second  firing.  No  fires  in  stack.  Very  little  smoke. 
Average  by  Ringelmann  charts,  i.  Boiler  casing  red  hot  in  places  opposite  the  combustion  cham- 
ber. The  uptake  is  about  50  per  cent  larger  than  in  all  previous  tests. 


mg  test,  4bu  pounds. 

eluding  sweepings  from  tubes  and  baffles,  936  pounds. 
>f  moisture  in  coal,  by  weighing  and  drying  sample,  1. 
ry  5  minutes.  Raked  after  each  second  firing.  No  1 


36 


BUREAU    OF    STEAM    ENGINEERING. 


No.  14. — Test  of  Hohemttin  water-tube 
[Six  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge". 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 

stack. 

10.30  a.  m  

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Bv- 

104 
104 
100 
95 
100 
102 
104 
110 
105 
110 
112 
105 
106 
102 
104 
100 
102 
108 
104 
102 
107 
102 
107 
96 

Deg.  F. 
400 
400 
400 
400 
401 
401 
401 
401 
402 
402 
401 
401 
401 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
295 
292 
290 
294 
295 
293 
293 
292 
299 
298 
292 
300 
298 
300 
304 
297 
296 
295 
296 
296 
295 
298 
294 
294 
294 

0.979 
.977 
.976 
.979 
.979 
.978 
.978 
.977 
.981 
.980 
.977 
.982 
.981 
.981 
.984 
.980 
.979 
.979 
.979 
.979 
.979 
.980 
.978 
.978 
.978 

Ins. 

A 

3 

2* 
3 
21 
2| 
21 

1 

2* 
§j 

il 
a 

rf 

P 
24 

2 
3 
2? 
4* 

V- 

Deg.  F. 

74 
70 
70 

Deg.  F. 

10.45  a.  m  

605 

11  a.  m  

11  15  a.  m 

70 
76 
76 
76 
70 
76 
76 
78 

725 

11.30  a.  m  

32 

11.45  a.  m  

600 

12  m          

12  15  p  m 

695 

12.30  p.  m  

33 

12.45  p.  m  

740 

1  p.  m  

1  15  p  m 

80 
80 
79 
80 
80 
80 
76 
80 
80 
80 
79 
80 
79 
80 

910 

1.30p.m...  

34 

975 

2p  m 

2.15  p.  m  

765 

2.  30  p.  m      

33 

2  45  p  m 

810 

3  p.m  

3.15  p.  m  

""33"" 

785 

3.30  p.  m 

3  45  p  m 

830 

4  p.m  

4.15  p.m  

""32"" 

740 

4  30  p  m 

Average  ... 

275 

104.6 

980 

32.3 

77 

766 

State  of  weather,  smoky,  with  thin  clouds. 

Barometer  at  noon,  30.13  inches. 

Revolutions  of  blower,  243  per  minute. 

Kind  of  fuel,  Pocahontas  coal,  hand-picked  and  screened. 

Wood  burned  in  starting  fires,  350  pounds. 

Coal  burned  in  starting  fires,  3,256  pounds. 

Ashes  before  beginning  test,  271  pounds. 

Ashes  during  test,  714  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  923  pounds. 

Per  cent  of  moisture  in  coal,  by  chemical  analysis,  0.73. 


BUREAU    OF    STEAM    ENGINEERING. 


37 


marine  boiler,  December  16,  190 L 
with  forced  draft.] 


Air  pressures  in  inches  of  water. 

Flue 

raws, 

CO2. 

C(.Ml. 

Water. 

Ashpit. 

Fur- 
nace. 

Combus- 
tion 
cham- 
ber. 

Tube 

chaui- 

ber. 

Above 
tubes, 
below 
drums. 

Base  of 
stack. 

•tt?j  «' 

Fed  per 
hour. 

Total 
weight 
fed. 

1 
1 

0.70 
.60 
.55 
.70 
.70 
.60 
.35 
.50 
.40 
.65 
.55 
.50 
.55 
.55 
.55 
.55 
.65 
.55 
.55 
.55 
.55 
.60 
.60 
.55 
.60 

0.40 
.40 
.35 
..40 
.35 
.30 
.30 
.30 
.25 
.30 
.30 
.25 
.25 
.25 
.30 
.28 
.32 
.40 
.32 
.32 
.35 
.35 
.35 
.30 
.35 

0.10 
.10 
.08 
.06 
-.10 
.08 
.02 
.03 
.03 
.06 
.06 
.05 
.03 
.08 
.08 
.05 
.08 
.08 
.05 
.05 
.05 
.05 
.05 
.03 
.06 

-0.20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
20 

-0.50 
-  .50 
-  .55 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
60 

i 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

7.2 

9.4 

2,364 

2,364 

18,756 

18,756 

6.5 

7.3 

2,557  |        4,921 

17,  721 

36,477 

8.5 

9 
""9."2" 

2,468 

7,389  I      18,055 

54,532 

1 

7.8 

2,270 

9,659 

17,  820 

72,352 

8.5 

8.5 

i 

2,367 

12,026 

18,037 

90,389 

-  .20 
-  .20 
-  .20 
-  .20 

-  .60 
-  .60 
-  .60 
-  .60 

7.8 

i 

7.7 

2,003 

14,029  ;      18,374 

108,763 

1 

.57 

.32 

.06 

-  .20 

-  .59 

8.1 

2,338 

18,  127 

Start  delayed  by  the  freezing  of  the  feed  pipe.  Fired  every  5  minutes.  Raked  after  each  firing. 
Clinker  in  left  furnace  at  end  of  second  hour.  The  firing  was  even  and  good,  except  when  the  fires 
were  allowed  to  get  too  thick.  The  usual  thickness  was  8  inches  to  10  inches,  but  at  one  time  12 
inches  were  carried  when  flames  appeared  in  the  base  of  the  stack.  The  flames  would  last  but  a  few 
seconds,  during  which  the  stack  temperature  would  go  up  to  1050°  F.  Average  smoke  by  Ringelmann 
charts,  1|.  The  uptake  area  is  about  twice  what  it  was  in  the  first  twelve  tests. 


38 


BUREAU    OF    STEAM    ENGINEERING. 


No.  15. — Test  of  Hohenstein  water  tube 
[Eight  hours'  duration, 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of  water 
in  gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

8  30  a.  m  .  . 

Lbs. 

275 
275 
275 
275 
375 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
116 
126 
122 
125 
119 
130 
121 
123 
117 
134 
128 
126 
110 
130 
119 
120 
140 
126 
130 
122 
118 
130 
122 
135 
122 
122 
126 
135 
126 
129 
125 
133 
119 

Deg.  F. 
402 
404 
404 
404 
404 
403 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
402 
404 
404 
404 
404 
404 
403 
404 
404 
404 

Dey.  F. 
302 
304 
304 
303 
305 
306 
305 
306 
306 
306 
307 
307 
308 
306 
308 
308 
308 
308 
309 
309 
310 
309 
309 
309 
310 
306 
310 
309 
309 
308 
309 
306 
306 

0.983 
.983 
.983 
.982 
.983 
.984 
.983 
.984 
.984 
.984 
.985 
.985 
.985 
.984 
.985 
.985 
.986 
.985 
.986 
.986 
.987 
.986 
.986 
.986 
.987 
.984 
.986 
.986 
.986 
.985 
.986 
.984 
.984 

Ins. 
3 
2i 
2i 
2* 
3 
2$ 
2* 
2J 
3 
3 
2* 
2? 
3 

f 

2* 
3 
2i 

3 
3 
3 

2$ 
2* 
3 

a 

3 
3 
3 
3 
3 
2* 
3 

Deg.  F. 
22 

Deg.  F. 
73 
74 
67 
71 
74 
77 
82 
79 
81 
82 
82 
83 
87 
88 
92 
90 
89 
86 
89 
89 
90 
92 
95 
99 
102 
99 
96 
96 
97 
92 
95 
90 
92 

Deg.  F. 

8  45  a  m 

525 

9  a.  m  

9.15  a.  m  

570 

9  30  a  m 

25 

9  45  a  m 

565 

10  a.  m  

10  15  a  m 

570 

10  30  a  m 

25 

10.45  a.  m  

555 

11  a.  m          

11  15  a  m 

555 
""555" 

11.30  a.  m  

26 

11.45  a.  m  

12m 

12  15  p  m 

565 

12.30p.m  

26 

12  45  p  m. 

570 

1pm 

1.15p.m......  

595 

1  30  p.  m 

27 

1  45  p  m 

565 

2  p.  m  

2.15  p  m 

585 

2  30  p  m 

28 

2.45  p.  m  

580 

3  p.  m 

3  15  p  m 

585 

3.30  p.  m  

26 

3.45  p.  m  .  .. 

585 

4pm 

4.15  p.  m  

570 

4.30p.m..  .     . 

26 

Average  ... 

275 

125 

985 

26 

87 

568 

State  of  weather,  smoky,  with  thin  clouds. 

Barometer  at  noon,  30.01  inches. 

Kind  of  fuel,  Pocahontas  coal,  hand-picked  and  screened. 

Wood  burned  in  starting  fires,  360  pounds. 

Coal  burned  in  starting  fires,  2,440  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


marine  boiler,  December  IS,  1901. 
with  natural  draft.] 


Air  pressures  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Above 
tubes, 
below 
drums. 

Base 
of 
stack. 

CO2. 

O. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
weight 
fed. 

-0.20 
-  .20 
-  .20 
-  .20 
20 

0  20 

-0.25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
25 

-0.40 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .37 
-  .40 
-  .40 
-  .40 
-  .37 
-  .37 
-  .37 
-  .37 
-  .40 
-  .37 
-  .38 
-  .40 
-  .37 
-  -37 
-  .40 
-  .40 
-  .35 
-  .40 
-  .40 
-  .40 
-  .40 
-  .40 
-  .40 
-  .40 

0  50 

t 

J< 

* 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
50 

5.8 

7.2 

1,034 

1,034 

10,466 

10,466 

-  .20 
-  .20 
-  .20 
-  .20 
20 

8.2 

7.5 

1,134 

2,168 

10,  436 

20,902 

-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 

-  .52 
-  .52 
-  .50 
-  .50 
-  .52 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .55 
-  .50 
-  .55 
-  .55 
-  .55 
55 

7 

-  .20 
-  .20 
-  .20 
-  .20 
20 

6.6 

1,186 

3,354 

9,908 

30,810 

6.8 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 

8.5 

11.5 

0 

27.1 

1,183 

4,537 

10,083 

40,893 

8.1 

10.9 

0 

27.1 

9.4 

10.4 

.2 

23.9 

1,183 

5,720 

10,525 

51,  418 

8.2 

10.6 

.1 

26.2 

8.4 

ii.i 

0 

27.3 

1,184 

6,904 

10,150 

61,568 

8.9 

11.1 

.2 

25.5 

7.3 

12.9 

0 

32 

1,183 

8,087 

9,407 

70,  975 

8.5 

11.2 

.2 

26.3 

—  .55 
-  .55 

7.2 

12.8 

.1 

31.7 

1,194 

9,181 

10,043 

81,018 

-  .20 

-  .20 

-  .25 

-  .38 

-  .51 

7.9 

11.4 

.9 

27.5 

1.148 

10,  127 

Ashes  before  beginning  test,  235  pounds. 

Ashes  during  test,  702  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  576  pounds. 

Per  cent  of  moisture  in  coal,  by  chemical  analysis,  0.73. 

Fired  every  10  minutes.    Raked  after  each  firing.    Practically  no  smoke. 


40 


BUREAU    OF    STEAM    ENGINEERING. 


No.  16. — Test  of  Hohenstein  water-tube 
[Four  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases  at 
base  of 
stack. 

9.45a.  m     

Lb«. 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
375 
275 
275 

Deg.  F. 
112 
111 
101 
90 
91 
93 
99 
96 
96 
96 
100 
98 
100 
96 
98 
96 
99 

Deg.  F. 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
286 
288 
289 
291 
292 
294 
294 
291 
291 
292 
295 
296 
294 
292 
292 
294 
294 

0.973 
.975 
.975 
.976 
.977 
.978 
.978 
.976 
.976 
.977 
.978 
.979 
.978 
.977 
.977 
.978 
.978 

Ins. 
3* 

P 

3 
3 
2ft 
2 
1* 
3 
2$ 
2ft 
21 

5} 

2ft 

I 

Deg.F. 

18 

Deg.  F. 
60 
60 
60 
62 
62 
63 
64 
65 
64 
65 
68 
68 
66 
68 
68 
66 
67 

Deg.  F. 

10  a*  m 

680 

10  15  a  m 

10.30  a.  m  

730 

10  45  a  m    .... 

20 

11  a  m 

840 

11.15a.m...  

11.30  a.  m  

11  45  a  m 

785 

24 

12m 

900 

12.15  p  m  .. 

12.30  p  m 

780 

12.45  p.  m  

24 

1pm         

815 

1  15  p  m 

1  30  p  m 

880 

1.45  p.  m  

26 

Average  — 

275 

98.4 

978 

22  j          64 

800 

State  of  weather,  smoky,  no  clouds. 

Barometer  at  noon,  30.28  inches. 

Revolutions  of  blower,  332  per  minute. 

Kind  of  fuel,  Pocahontas  coal,  hand  picked  and  screened. 

Wood  burned  in  starting  fires,  450  pounds. 

Coal  burned  in  starting  fires,  3,130  pounds. 


No.  17. — Test  of  Hohenstein  water-tube 
[Three  hours'  duration 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tempera- 
ture of 
feed 
water. 

Calorimeter. 

Height  of 
water  in 
gauge 
glass. 

Temperature. 

Higher 
tempera- 
ture. 

Lower 
tempera- 
ture. 

•Quality 
of  steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases  at 
base  of 
stack. 

10  a  m 

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
89 
90 
80 
80 
94 
93 
85 
90 
90 
85 
84 
94 
89 

Deg.  F. 
400 
400 
400 
400 
402 
402 
402 
401 
400 
401 
402 
400 
401 

Deg.  F. 
280 
283 

284 
283 
284 
286 
287 
288 
288 
288 
292 
289 
289 

0.970 
.972 
.973 
.972 
.972 
.973 
.974 
.975 
.975 
.975 
.977 
.976 
.975 

Ins. 
21 
p 

2 
3 
2 
U 
2 

? 

2 

I4 

2 

Deg.  F. 
34 

Deg.F 
75 
78 
77 
79 
77 
76 
76 
77 
76 
76 
76 
76 
76 

Deg.  F. 

10  15  a  m 

900 

10  30  a  m 

10.45  a  m 

900 

11  a  m 

37 

11  15  a  m 

910 

11.30  a  m 

11  45  a  m 

850 

12m 

36 

12  15  p  m 

1,200 

12  30  p  m 

12  45  p  m 

900 

1pm 

34 

Average  — 

275 

88 

.974 

35 

76.5 

943 

State  of  weather,  dark,  fog,  and  smoke. 

Barometer  at  noon,  29.58  inches. 

Revolutions  of  blower,  423  per  minute. 

Kind  of  fuel,  Pocahontas  coal,  hand  picked  and  screened. 

Wood  burned  in  starting  fires,  350  pounds. 

Coal  burned  in  starting  fires,  3,554  pounds. 

Ashes  before  beginning  test,  151  pounds. 


BUREAU    OF    STEAM    ENGINEERING. 


41 


marine  boiler  December  21,  1901. 
with  forced  draft]. 


Air  pressures,  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Above 
tubes, 

below 
drums. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Dry 
air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
weight 
fed. 

2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 
2 

.55 
.60 
.40 
.35 
.20 
.30 
.40 
.35 
.45 
.45 
.40 
.25 
.45 
35 
.40 
1.35 
1.50 

1.1 
1 
.9 
1 
.9 
.95 
.9 
.85 
.95 
.9 
.9 
.95 
.97 
.85 
.9 
.9 
.9 

0.30 
.30 
.30 
.30 
.27 
.27 
.  25 
.25 
.23 
.20 
.20 
.19 
.19 
.19 
.20 
.20 
.20 

—0.05 
—  .07 
—  .07 
—  .07 
—  .07 
—  .05 
—  .05 
—  .07 
—  .07 
—  .05 
—  .05 
-  .10 
—  .07 
—  .10 
—  .10 
—  .10 
—  .10 

0  50 

Jf 

* 

Jf 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

—  .60 
—  .60 
—  .60 
—  .60 
—  .65 
—  .65 
—  .70 
—  .65 
—  .70 
—  .70 
—  .67 
—  .65 
—  .65 
—  .70 
—  .70 
—  .65 

7.8 

11.2 

3.7 

20.9 

9 

10.4 

.3 

24.2 

3,353 

3,353 

22,145 

22,145- 

9.1 

9.4 

1.4 

21.1 

8 

10 

1.6 

22.6 

3,161 

6,514 

23,401 

45,546 

8.7 

9.2 

.5 

22.7 

9 

9.7 

.9 

22.3 

3,157 

9,671 

23,  157 

68,703 

9.4 

10 

.6 

22.7 

10.3 

9.2 

.2 

21.6 

2,941 

12,  612 

23,  720 

92,423 

2 

1.40 

.93        .24 

—  .07 

—  .64 

8.9 

9.0 

1.1 

22.3 

3,153 

23,106 

Ashes  before  beginning  test,  105  pounds. 

Ashes  during  test,  646  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  895  pounds. 

Per  cent  of  moisture  in  coal  by  chemical  analysis,  0.73. 

Fired  every  5  minutes.    Raked  after  each  firing.    Occasional  flames  in  stack.    Very  little  smoke. 

Average  by  Ringelmann  charts,  1. 

marine  boiler,  January  Jl,  1902. 
with  forced  draft.] 


Air  pressures,  in  inches  of  water. 

Flue  gases. 

Coal. 

Water. 

Ash 
pit. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Above 
tubes, 
below 
drums. 

Base 
of 
stack. 

CO.,. 

O. 

CO. 

Dry  air 
per 
pound 
carbon. 

Fired 
per 
hour. 

Total 
weight 
fired. 

Fed  per 
hour. 

Total 
weight 
fed. 

3 
3 
3 
3 
3 
3 
3 
3 
3 
3 
3 
3 
3 

2.20 
2.10 
2.25 
2.20 
1.95 
2.20 
2.10 
2.20 
2.35 
2.20 
2 
2.20 
2.20 

.30 
.30 
.50 
.60 
.40 
.50 
.40 
.30 
.45 
1.50 
1.50 
1.45 
1.45 

0.75 
.72 
.80 
.80 
.80 
.85 
.85 
.80 
.85 
.82 
.85 
.90 
.90 

0.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 
.10 

-0.55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
-  .55 
55 

* 

jf 

t 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

9 

9.4 

1 

21.8 

9.6 

8.8 

.6 

21.2 

3,749 

3,749 

26,430 

26,430 

10 

9.2 

.6 

21.2 

9.7 

9.5 

.4 

22.2 

i 

3,552 

7,301 

26,  037 

52,  467 

10.4 

8.1 

.6 

19.7 

-  .55 
-  .55 
-  .55 

9.8 

9.5 

.3 

22.2 

3,561 

10,862 

77,857 

3 

2.16 

1.44 

.82 

.10 

55 

9.7 

9.1 

.6 

21.4 

3,621 

25,952 

Ashes  during  test,  254  pounds. 

Refuse,  including  sweepings  from  tubes  and  baffles,  1,355  pounds. 

Per  cent  of  moisture  in  coal  by  chemical  analysis,  0.73. 

Fired  every  3  minutes.    Raked  after  each  firing.    Occasional  flames  in  stack.    Practically  no  smoke. 

At  1  p.  m.  the  draft  pressure  was  increased  to  4  inches,  and  the  intention  was  to  run  at  that  pressure 
until  the  supply  of  coal  was  exhausted,  which  would  have  taken  about  45  minutes;  but  at  1.02  p.  m. 
the  test  was  brought  to  a  sudden  stop  by  the  failure  of  the  feed  water. 


42 


BUREAU    OF    STEAM    ENGINEERING. 

Summary  of  seventeen 


Hohensteii 


Num- 
ber of 
trial. 

Date  of 
trial. 

Duration 
of  trial 
(hours). 

Kind  of  fuel  (P., 
Pccahontas 
coal;      N.     R., 
New  River  coal; 
r.    m.,    run    of 
mine;   h.  p.  s., 
hand     picked 
and  screened). 

State  of  weather. 

Height  o 
barome- 
ter at 
noon. 

1 

2 

3 

4 

5 

6 

1  
2  
3  
4  
5  
6  
7  
8  
9  
10  
11  
12  
13  
14  
15  
16  

17  

1891. 
Apr.  23 
Apr.  26 
May     8 
May  29 
June    5 
June    8 
Oct.    21 
Oct.    23 
Oct.    26 
Nov.    6 
Nov.    9 
Nov.  18 
Nov.  27 
Dec.   16 
Dec.   18 
Dec.  21 

1892.- 
Jan.    11 

8 
6 
4 
8 
6 
3i 
8 
6 
4 
8 
8 
6 
4 
6 
8 
4 

3 

P.,  r.m 
....do., 
do 

Clear 

30.02 
30.12 
29.86 
29.70 
30.08 
29.95 
30.34 
29.95 
30.25 
30.20 
30.18 
30.09 
30.23 
30.13 
30.01 
30.28 

29.58 



Dull  and  ove 
do  

rcast  

.    do 

Squa 
Brig] 
d 

lly 

....do  
....do  

it  and  sunshiny 
o 

N.R.,  r.m  

do 

Cleai 
Clou 
Smol 
Cleai 
Clou 
Gray 
Thin 
Smol 
(j 

iy 

....do  

:v  

P.,h.p.s 
do 

and  dai 
3y,  occa 
and  ove 
clouds. 
:y,  with 
n 

np 

donal  su 
rcast 

n 

...do... 

...do... 

do 

thin  clo 

uds 

do 

....do  

Smoky,  no  cl 
Dark,  fog  am 

ouds  

do 

1  smoke 

Number  of  trial. 

0, 
h 

| 

si 

93  i 
s 

oj 

a 
1 
1 

Average  temperature. 

Fuel. 

£ 

I 

•3 

"3 

S 

H 

fe 

I 

| 

g 

<3 

.s 

h 

'•3 

fc 

*' 

Q 

6 

£ 
a 

2 
o 

<H 

0) 

1 

be 

c 

Se 

£* 

r- 
i 

S^ 

2« 
|S 

|l 

gj| 

1L 

cc 

c 

ft 

%$ 

i! 
*! 

3| 
II 

•S-§ 
fS  ^J 
o 

*J  bC 

§.5 

9 

bo 

N 

•fl 

3 

rrt  -"""^ 

9iS 

&  ^ 
3  3 

"Sjs 

F 

0) 

It 
-3  + 

5  a 

1   0  + 

li 
If 

"S^P; 

i  . 

(D'aT 

ol 

QJ  ^ 

:s 

o^ 
§1 

•s| 

f| 

'o  be 

be 
d 
« 

3 
-3^ 

0)73 

•s§ 

*a 

"o-g 

s^ 
.£f 

V 

1 

8 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

1. 

2.     .. 
3.     .. 
4.     .. 
5.     .. 
6.     .. 
7.     .. 
8.     .. 
9.     .. 
10. 
11.     .. 
12.     .. 
13.     .  . 
14. 
15.     .. 
16.     .. 
17.     .. 

0 
1 
2 
0 
1 
2 
0 
1 
2 
0 
0 
1 
2 
1 
0 
2 
3 

57.2 
70.3 
72.8 
64.4 
84.1 
74.8 
71.3 
74.3 
68 
62.7 
55.1 
52 
40.2 
32.3 
26 
22 
35.4 

93.8 
117.8 
121.7 
114 
139.5 
127.3 
144 
124 
106.5 
125 
125.4 
105 
86 
77 
87 
64 
76.5 

594 
751 

1,089 
688 
712 
1,105 
563 
654 
688 
548 
521 
580 
717 
766 
568 
800 
943 

144 
145.4 
145.8 
137 
129.3 
116.5 
131.8 
E6.1 
111.8 
125  9 
122.3 
119.7 
91.4 
104.6 
125 
98.4 
88 

410.4 
413.3 
413.7 
412.7 
413.1 
412.5 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 
413.6 

350 

300 
390 
340 
360 
(?) 
360 
250 
361 
350 
350 
350 
310 
350 
360 
450 
350 

2,400 
2,000 
2,500 
2,000 
2,200 

(?) 
2,000 
1,910 
2,200 
2,792 
1,  435 
2,762 
2,762 
3,256 
2,440 
3,130 
3,554 

9,720 
10,  445 
10,569 
8,633 
10,  695 
8,461 
8,056 
9,698 
9,000 
8,299 
7,436 
8,388 
10,  694 
14,  029 
9,181 
12,  612 
10,862 

12,  470 
12,  745 
13,459 
10,  973 
13,255 
8,461 
10,416 
11,858 
11,  561 
11,  441 
9,221 
11,500 
13,766 
17,  635 
11,  981 
16,  192 
14,  766 

260 
160 
195 
175 
200 

% 

161 
152 
225 
303 
526 
267 
271 
235 
105 
151 

377 
575 
459 
226 
1,038 
591 
485 
365 
391 
214 
584 
837 
460 
714 
702 
646 
254 

BUREAU    OF    STEAM    ENGINEERING. 


43 


marine  water-tube  boiler,  burning  coal. 


Average  pressures. 

Revolu- 
tioni  of 
blower 
per  min- 
ute. 

Steam 
pressure  by 
gauge;  cor- 
rected for 
waterlevel, 
pounds  per 
square 
inch. 

Draft  pressures,  in  inches  of  water. 

Fire  room. 

Ash  pit. 

Furnace. 

Combus- 
tion cham- 
ber. 

Tube 
chamber. 

Above 
tubes  and 
below 
drums. 

Base  of 
stack. 

7 

8 

f) 

10 

11 

12 

13 

14 

15 

263.9 
272.9 
274.6 
271.3 
272.5 
270.5 
273.5 
273.5 
273.5 
273.5 
273.5 
273.  6 
273.5 
273.5 
273.5 
273.5 

273.  5 

0.0 
1.08 
2.06 
0.0 
1.06 
2.03 
0.0 
1.07 
2.10 
0.0 
0.0 
.99 
2.10 

—0.05 
1.02 
2 
—  .04 
1.02 
2 
—  .05 
1 
2 
—  .05 
—  .05 
.97 
2.00 
1.00 
0 
2.00 

3.00 

—0.52 
—  .65 

—  .84 
—  .24 
—  .41 
—  .22 
—  .50 
—  .46 
—  .98 
—  .55 
—  .55 
—  .55 
—  .77 
—  .59 
—  .51 
—  .64 

—  .55 

0 
250 
335 
0 
243 
375 
0 
243 
375 
0 
0 
240 
375 
243 
0 
332 

423 

—0.18 
.80 
1.56 
—  .16 
.81 
1.43 
—  .15 
—  .09 
.79 
1.58 
.57 
—  .20 
1.41 

2.16 

—0.20 
.62 
1.41 
—  .12 
.72 
1.25 
—  .14 
—  .09 
.69 
1.18 
.32 
—  .20 
.93 

1.44 

—0.21 

—  .22 
.52 
1.08 
—  .19 
—  .11 
.51 
.86 
.06 
—  .25 
.24 

.82 

-0.20 

—  .38 
—  .07 

.10 

Fuel. 

Steam. 

Weight  of  refuse  from  fur- 
nace, tubes,  baffles,  etc. 
(pounds). 

Total  weight  of  ashes  and 
refuse  (pounds),  (25)  +  (26) 
+  (27). 

Percentage  of  ashes  and 
refuse,  (28)  -5-  (24)  x  100. 

Weight  of  ashes  and  refuse 
from  coal  used  during 
test(pounds)  ,  23)  x  (29)  -f- 
100. 

Percentage  of  moisture  in 
coal  (*by  weighing  and 
drying  sample;  fby  chem- 
ical analysis). 

Weight  of  moisture  in  coal 
used  during  test  (pounds) 
(23)  x  (31)  -f-  100. 

Weight  of  dry  coal  burned 
during  test  (pounds),  (23) 
-(32). 

Weight  of  combustible 
burned  during  test 
(pounds),  (33)  -(30). 

Quality  of  steam. 

Percentage  of  moisture  in 
steam,  100-lOOx  (35). 

27 

28 

29 

30 

31 

32 

33 

34 

35 

36 

640 
550 
815 
549 
539 
626 
561 
528 
732 
526 
356 
562 
936 
923 
576 
895 
1,355 

1,277 
1,285 
•1,  469 
950 
1,777 
1,217 
1,244 
1,054 
1,275 
965 
1,243 
1,925 
1,663 
1,908 
1,513 
1,646 
1,760 

10.24 
10.08 
10.91 
8.66 
13.40 
14.37 
11.95 
8.89 
11.03 
8.44 
13.48 
16.75 
12.08 
10.82 
12.63 
10.18 
11.92 

995 
1,053 
1,153 
747 
1,432 
1,216 
963 
862 
993 
700 
1,003 
1,405 
1,292 
1,518 
1,160 
1,285 
1,295 

*0.50 
*  .50 
*  .50 
t  .79 
f  .79 
{.79 
*3.14 
*3.14 
*3.14 
*2.04 
*1.15 
*1.59 
*1 
t  .73 
f.73 
f  .73 
f.73 

49 
52 
53 
68 
85 
67 
253 
304 
283 
169 
85 
134 
107 
102 
67 
92 
79 

9,761 
10,  393 
10,  516 
8,565 
10,  610 
8,394 
7,803 
9,394 
8,717 
8,130 
7,351 
8,254 
10,587 
13,927 
9,114 
12,  520 
10,  783 

8,676 
9,340 
9,363 
7,818 
9,178 
7,178 
840 
8,532 
7,724 
7,430 
6,348 
6,849 
9,295 
12,409 
7,954 
11,235 
9,488 

0.980 
.968 
.989 
.990 
.988 
.990 
.986 
.976 
.980 
.988 
.987 
.983 
.979 
.980 
.985 
.978 
.974 

2 
3.2 
1.1 
1 
1.2 
1 
1.4 
2.4 
2 
1.2 
1.3 
1.7 
2.1 
2 
1.5 
2.2 
2.6 

BUREAU    OF    STEAM    ENGINEERING. 


Summary  of  seventeen  tests  of  Hohenstein 


Water. 

Economic  results. 

ffi 

iber  of  trial. 

roximate  fire-room  air  prcssur 

1  weight  of  water  fed  to  boil- 
founds),  (corrected  for 
equality  of  water  level  and 
:am  pressure  at  beginning 
d  end  of  test). 

ivalent  weight  of  water  evap- 
ated  into  dry  steam 
Dunds),  (37)  x  (35). 

B 

g 

ji 

"8 

ivalent  weight  of  water  evap- 
ited  into  drv  steam  from  and 

212°F.(pounds),(38)x(39). 

1  water  per  pound  of  coal  as 
red  (pounds),  (37)  4-  (23). 

ivalent  evaporation  from 
d  at  212°  F.  per  pound  of  coal 
fired  (pounds),  (4O)  -=-  (23). 

ivalent  evaporation  from 
d  at  212°  F.  per  pound  of  dry 
al  (pounds),  (4O)  -=-(33). 

ivalent  evaporation  from 
d  at  212°  F.  per  pound  of  c<  >m- 
stible  (pounds),  (4O)-i-(34). 

a 

p( 

-gne^B 

MM*         1 

P  5*2 

JpH 

2  C  on 

53  C  0 

33S 

& 

9 

r- 

W 

£ 

O<  O  OS 

H 

V 

w33' 

w 

i 

8 

37 

38 

39 

40 

41 

42 

43 

44 

i... 

0 

76,016 

74,  455 

1.134 

84,430 

7.82 

8.69 

8.73 

9.74 

2  

1 

86,  673 

81,260 

1.133 

92,060 

8.30 

8.81 

8.86 

9.86 

3  

2 

79,  803 

78,  700 

.133 

89,  170 

7.55 

8.44 

8.48 

9.52 

4  

0 

77,  953 

77,  120 

.142 

88,070 

9.03 

10.20 

10.28 

11.26 

5  

•  1 

92,458 

91,300 

.150 

104,  740 

8.65 

9.79 

9.87 

11.41 

6  

2 

60,  539 

59,800 

.163 

69,  540 

7.15 

8.22 

8.28 

9.69 

7  

0 

68,  415 

67,  450 

.147 

77,  360 

8.50 

9.60 

9.91 

11.30 

8  

1 

80,  747 

78,800 

.153 

90,950 

8.33 

9.38 

9.68 

10.66 

9  

2 

71,644 

70,200 

.169 

82,070 

7.96 

9.12 

9.42 

10.63 

10  

0 

70,  148 

69,300 

.154 

79,  980 

8.45 

9.64 

9.84 

10.76 

11  

0 

65,430 

64,  570 

.157 

74,  710 

8.80 

10.05 

10.16 

11.77 

12  

1 

70,  273 

69,  070 

.159 

80,  060 

8.38 

9.55 

9.70' 

11.69 

13  

2 

86,  194 

84,370 

.189 

100,  320 

8.06 

9.38 

9.48 

10.79 

14  

1 

108,  763 

106,580 

.176 

125,  350 

7.75 

8.94 

9.00 

10.10 

15  

0 

81,  018 

79,  790 

.155 

92,  160 

8.82 

10.  04 

10.11 

11.59 

16  

2 

92,  423 

90,390 

.182 

106,  840 

7.33 

8.47 

8.53 

9.52 

17  

3 

77,  857 

75,820 

.193 

90,450 

7.17 

8.33 

8.39 

9.53 

ti 

Chimney-gas  analysis. 

Ox 

If  eat  balance  or  distribution  of  the 
heating  value  of  the  combustible. 

o 

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fit 

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1 

8 

56 

57 

58 

59 

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61 

62 

63 

64 

1... 

0 

9.85 

6.85 

1.67 

81.63 

21.5 

9,400 

7 

486 

2,320 

2...   . 

1 

9.46 

6.50 

1.96 

82.08 

21.7 

9,  520 

7 

505 

2,970 

3...   . 

2 

12/42 

4.85 

1 

81.73 

18.7 

9,190 

8 

566 

3,930 

4...   . 

0 

11.08 

4.75 

2.19 

81.  98 

18.8 

10,  870 

11 

492 

2,  290 

5...   . 

1 

10.35 

5.03 

2.20 

82.42 

19.8 

11,020 

12 

487 

2,400 

6...   . 

2 

13.77 

3.73 

.93 

81.57 

17.2 

9,360 

14 

564 

3,570 

7...   . 

0 

9.26 

6.48 

1.52 

82.74 

23 

10,  910 

43 

555 

2,050 

8...  . 

1 

8.87 

6.94 

1.59 

82.60 

23.6 

10,  290 

44 

584 

2,650 

9...  . 

2 

9.20 

6.40 

1.70 

82.70 

23.7 

10,  260 

46 

600 

2,800 

10... 

o 

8.89 

10,  390 

27 

501 

11... 

o 

3 

11,  360 

16 

496  '  

12!!!  ! 

7.15 

11,290 

24 

516      

13... 

2 

8.64 

10,  410 

15 

551    

14... 

1 

8  10 

9,750 

11 

565    

15..! 

0 

7^90 

11.4 

.90 

79.80 

28.1 

11,  190 

11 

521           2,  740 

16...   . 

2 

8.90 

1.10 

81 

24.8 

9,190 

11 

577           3,  880 

17...  . 

3 

9.70            9.1 

.60 

80.  60            23.  8 

9,200 

12 

600          4,  380 

1 

BUREAU    OF    STEAM    ENGINEERING. 


45 


marine  boiler,  December  21,  1901 — Continued. 


l-'rn-l  per  hour. 


\\.itor  per  hour. 


45 


46 


47 


48 


are  foot 
H-  50.14. 


V  ^ 

II 

%z 


Z?o 
Q 


49 


8  + 

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50 


51 


bi 


52 


1,215 
1,741 
2,642 
1,079 
1,782 
2,417 
1,007 
1,616 
2,250 
1,037 
930 
1,398 
2,674 
2,338 
1,148 
3,153 
3,621 


1,209 
1,732 
2,629 
1,071 
1,769 
2,398 

975 
1,566 
2,179 
1,016 

919 
1,376 
2,647 
2,321 
1,139 
3,130 
3,594 


1,085 
1,557 
2,341 

977 
1,530 
2,051 

855 
1,422 
1,931 

929 

794 
1,142 
2,324 
2,068 

994 
2,809 
3,163 


24.2 
34.7 
52.6 
21.5 
35.5 
48.2 
20.1 
32.2 
44.8 
20.7 
18.5 
27.8 
53.4 
46.6 
22.9 
62.9 
72.2 


24.1 
34.5 
52.4 
21.3 
35.2 
47.8 
19.4 
31.2 
43.4 
20.2 
18.3 
27.4 
52.8 
46.3 
22.7 
62.4 
71.7 


21.6 

31 

46.7 

19.5 

30.5 

40.8 

17 

28.3 

38.4 

18.5 

15.8 

22.7 

46.2 

41.2 

19.8 

56 

63.1 


9,502 
14,446 
19, 951 

9,744 
15, 410 
17, 297 

8,552 
13,458 
17, 911 

8,769 

8,179 
11,712 
21,549 
18, 127 
10, 127 
23, 106 
2f>,  952 


9,307 
13,543 
19, 675 

9,640 
15, 180 
17,086 

8,431 
13, 133 
17,554 

8,663 

8.071 
11, 512 
21,092 
17, 763 

9,974 
22, 598 
25, 273 


10,554 
15, 343 
22, 292 
11, 009 
17, 457 
19,' 
9,670 
15, 158 
20, 518 
9,998 
9,339 
13,343 
25,080 
20, 892 
11, 520 
26,  710 
30,150 


Heat  balance  or  distribution  of  the  heating  value  of  the  combustible. 

Efficiency. 

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65 

66 

67 

68 

69 

70 

71 

72 

73 

74 

75 

1,325 

1,853 

15,  391 

61 

0.1 

3.2 

15.1 

8.6 

12 

61 

60 

1,571 

818 

15,  391 

61.8 

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3.3 

19.3 

10.2 

•     5.3 

61.8 

60.8 

682 

1,015 

15,  391 

59.7 

.1 

3.7 

25.5 

4.4 

6.6 

59.7 

58.2 

1,388 

73 

15,  124 

71.8 

.1 

3.3 

15.1 

9.2 

.5 

71.8 

68.3 

1,569 

-364 

15,124 

72.8 

.1 

3.2 

15.9 

10.4 

-2.4 

72.8 

65.6 

567 

1,049 

15,  124 

62 

.1  i        3.7 

23.6 

3.7 

6.9 

61.9 

55 

1,265 

861 

15,684 

69.5 

.3          3.  5         13.  1 

8.1 

5.5 

69.6 

64.4 

-  1,362 

754 

15,  684 

65.6 

.3          3.7 

16.9 

8.7 

4.8 

65.6 

63 

1,398 

580 

15,  684 

65.5 

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3.8 

17.8 

8.9 

3.7 

65.4 

61.3 

15  475 

67.1 

-      32 

67.1 

63.3 

i 

15  475 

73  4 

*                32 

73  4 

65  4 

15  475 

72  9 

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73 

62  4 

15  475 

67.2 

3  6 

67.2 

61 

15  475 

63 

3  7 

63 

57  9 

908 

105 

15,  475 

72.2 

.1 

3.4 

17.7 

5.9 

.7 

72.3 

65 

989              828 

15,  475 

59.4 

.1 

3.7 

25.1 

6.4 

5.3 

59.4 

54.9 

519 

764 

15,  475 

59.4 

.1 

3.9 

28.3 

3.4 

4.9 

59.4 

54 

46  BUREAU    OF    STEAM    ENGINEERING. 

LIQUID   FUEL   FOR   NAVAL   PURPOSES. 

The  use  of  crude  oil  as  a  combustible  for  marine  purposes  has  prob^ 
ably  increased  to  a  greater  extent  during  the  past  two  years  than 
during  the  previous  century.  This  has  been  due  to  several  causes. 
The  character  of  the  oil  lately  discovered  throughout  the  world  is  par- 
ticularly applicable  for  use  as  a  fuel.  The  oil  fields  are  likewise  near 
tide  water,  and  therefore  it  is  possible  to  construct  pipe  lines  to  the 
sea  and  deliver  the  product  on  board  the  tank  steamers  at  compara- 
tively slight  cost.  There  is  also  good  reason  for  believing  that  the 
wells  are  not  likely  to  be  soon  exhausted  and  that  an  ample  supply 
can  be  assured  for  an  increased  demand  of  the  future. 

It  is  evident  that  there  is  a  very  strong  desire  and  purpose  upon  the 
part  of  many  shipowners  to  substitute  oil  for  coal.  The  thermal, 
mechanical,  and  commercial  advantages  that  would  result  from  a 
change  are  so  well  known  that  it  is  unnecessary  to  recount  them. 
Nearly  every  reason  that  can  be  advanced  for  using  oil  as  a  fuel  in  the 
mercantile  marine  is  also  applicable  to  the  Navy.  In  the  case  of  war- 
ships, however,  there  are  also  military  benefits  to  be  secured  that  are 
as  important  as  the  commercial  and  mechanical  advantages. 

Any  fuel  installation  which  will  obviate  the  smoke  nuisance,  reduce 
the  complement  in  the  fire  room,  extend  the  steaming  radius  of  the 
war  vessels,  and  permit  maximum  speed  to  be  obtained  at  shorter 
notice,  increases  the  efficiency  and  value  of  the  fighting  ship. 

The  numerous  experiments  that  have  been  made  by  several  naval 
powers  during  the  past  forty  years  in  the  attempt  to  use  oil  as  a  fuel 
show  how  important  this  question  is  regarded  by-  military  experts. 
It  is  now  plain  why  success  was  not  attained.  There  was  too  much 
effort  exerted  to  burn  oil  in  the  same  manner  as  coal.  It  is  now  real- 
ized that  the  oil  should  be  atomized  (it  is  impossible  to  completely 
gasify  it)  before  ignition,  and  that  the  length  of  the  furnace,  the  vol- 
ume of  the  combustion  chamber,  and  the  calorimetric  area  are  factors 
which  must  be  considered.  In  fact,  it  is  highly  probable  that  it  ma}^ 
be  found  advisable  to  design  a  special  boiler  for  burning  oil. 

As  more  time,  talent,  and  money  are  now  being  devoted  to  the  solu- 
tion of  the  problem,  the  hope  of  securing  success  has  been  greatl}T 
strengthened.  Many  unreliable  statements  have  been  published  as  to 
the  success  secured,  but  careful  investigation  shows  that  they  were 
inspired  by  interested  parties.  It  can  be  well  understood  that  it  is 
exceedingly  difficult  to  secure  reliable  data  at  the  present  time.  The 
several  shipowners,  manufacturers,  and  inventors  are  not  inclined  to 
tell  of  their  disappointments,  reverses,  or  failures.  Those  who  have 
attained  success  as  a  result  of  experiment  and  experience  do  not  feel 
called  upon  to  give  the  world  information  that  has  been  obtained  at 
considerable  cost  and  trouble. 

Expert  testimony  is  often  of  doubtful  value.  With  regard  to  such 
testimony,  a  distinguished  jurist  once  remarked  that  its  character  fre- 
quently depended  upon  who  paid  the  retaining  and  professional  fee. 
In  view,  therefore,  of  the  trifling  amount  of  reliable  data  extant,  the 
Bureau  has  projected  an  extended  series  of  tests  to  determine  the  value 
of  liquid  fuel  for  naval  purposes.  These  experiments  commenced  a 
few  months  ago.  Taking  into  consideration  the  inevitable  delay  that 
must  result  from  the  installation  of  various  burners,  and  recognizing 
the  fact  that  competitors  expect  and  should  be  permitted  to  make  pre- 


BUREAU    OF    STEAM    ENGINEERING.  47 

liminary  trials,  it  can  be  stated  that  the  experiments  have  been  con- 
ducted with  considerable  rapidity.  It  takes  about  one  week  to  install 
a  new  burner,  make  preliminary  tests,  and  conduct  two  official  trials. 

In  some  quarters  there  seems  to  be  a  prevailing  idea  that  the  Gov- 
ernment has  established  an  experimental  plant  where  inventors  can 
have  the  opportunity  of  developing  and  perfecting  their  appliances. 
The  Bureau  has  no  such  purpose  in  conducting  the  tests,  for  it  is 
expected  that  each  competitor  will  carefully  study  the  detailed  draw- 
ings furnished  him  of  the  experimental  plant,  and  therefore  be  pre- 
pared to  fit  his  appliance  and  be  ready  for  a  preliminary  trial  in  two 
days  from  the  time  the  plant  is  placed  at  his  disposal. 

'.The  problem  of  using  liquid  fuel  for  naval  purposes  is  quite  distinct 
from  the  problem  of  its  use  in  the  mercantile  marine,  although  the 
conditions  on  passenger  and  freight  ships  approximate  very  closely  in 
some  respects  to  service  requirements.  For  ships  of  war  the  problem 
can  therefore  be  solved  only  by  the  Department  making  its  own  tests 
and  experiments.  The  performances,  however,  of  the  merchant  ships 
having  oil-fuel  installations  have  been  carefully  observed.  Repre- 
sentatives of  the  Bureau  have  been  officially  directed  to  report  and 
observe  upon  the  efficiency  and  sufficiency  of  such  installations.  Some 
of  the  most  successful  marine  installations  on  both  the  Atlantic  and 
Pacific  coasts  have  been  examined.  The  owners  of  the  steamers  J.  M. 
Guffey,  Paraguay,  City  of  Everett,  and  Mariposa,  having  permitted 
the  Bureau  to  report  upon  the  oil-fuel  installations  of  those  vessels,  a 
careful  and  extended  investigation  as  to  the  character  of  each  of  their 
plants  has  been  made.  The  liquid-fuel  board  has  also  examined  the 
method  of  refining  oil,  and  the  Department  has  communicated  with 
scores  of  individuals  and  corporations  who  have  demonstrated  by  actual 
experience  that  they  possess  an  intricate  knowledge  of  some  phases 
of  the  question. 

The  more  this  question  is  investigated  the  more  intricate  seems  the 
problem  of  successfully  installing  an  oil-fuel  appliance  on  board  a  battle 
ship.  It  ought  to  be  successfully  used  on  the  torpedo  boats,  as  well  as 
upon  auxiliary  naval  vessels  that  steam  between  regular  ports.  For 
the  army  transport  service  it  might  prove  veiy  desirable,  since  a  supplv 
of  oil  could  be  maintained  at  the  several  calling  ports.  In  regard  to 
the  installation  on  the  large  powered  battle  ships  and  armored  cruisers, 
there  are  three  distinct  features  which  must  be  considered,  viz:  The 
mechanical,  commercial,  and  the  structural.  Regarded  from  two  of 
these  view  points  it  seems  as  if  it  would  be  some  time  before  "  coaling 
ship"  ceases  to  be  an  evolution  upon  the  war  vessel.  While  both  the 
naval  and  mercantile  vessels  traverse  the  ocean,  there  is  a  wide  difference 
in  their  construction  as  well  as  in  the  nature  of  the  duty  performed, 
and  this  must  be  taken  into  account  in  designing  the  motive  plant. 

In  the  investigation  of  the  subject  of  using  liquid  fuel  for  naval  pur- 
poses it  will  be  necessary  to  give  due  weight  to  the  various  features 
that  will  influence,  if  not  determine,  the  solution  of  the  problem.  The 
question,  therefore,  comprises  the  following  divisions: 

First.  The  engineering  or  mechanical  feature. 

This  relates  to  thjB  efficient  and  economical  burning  of  oil,  and  to  the 
possibilities  of  increasing  the  consumption  at  short  notice,  so  that  maxi- 
mum power  can  be  readily  and  easily  obtained.  From  the  time  the 
mechanical  experts  realized  that  the  efficient,  economical,  and  rapid 
burning  of  liquid  fuel  was  greatly  dependent  upon  the  success  secured 
in  atomizing  the  oil  there  was  rapid  development.  It  was  only  a  few 


48  BUKEAU    OF    STEAM    ENGINEERING. 

years  ago  when  the  oil  was  simply  thrown  into  the  furnace  by  means 
of  an  injector.  When  that  method  was  used  the  evaporation  was 
dependent  to  a  great  extent  upon  the  amount  of  incandescent  surface 
that  could  be  secured  to  ignite  the  fuel.  It  has  only  been  within  the 
last  three  years  that  the  exceeding  importance  of  atomizing  the  oil  has 
been  recognized. 

It  may  therefore  be  affirmed  that  the  efficiency  of  the  burner  is 
simply  proportionate  to  its  power  to  atomize  the  oil  and  then  to  turn 
these  minute  particles  of  oil  into  a  mixture  of  combustible  gas  and 
fine  particles  of  carbon,  so  that  complete  combustion,  as  well  as 
ability  to  force  the  consumption  of  the  oil,  can  be  secured.  There 
are  many  burners  which  can  atomize  the  oil  quite  satisfactorily,  and, 
as  constant  and  progressive  improvement  is  being  made  in  this  direction, 
the  engineering  and  mechanical  problem  is  nearing  solution.  The  heat- 
ing of  the  oil,  as  well  as  the  heating  of  the  air  required  for  combustion, 
must  be  provided  for,  and  extended  experiments  should  be  made  to 
determine  the  simplest  and  the  cheapest  methods  of  attaining  these 
objects. 

The  necessity  for  heating  the  air  requisite  for  combustion  should  be 
impressed  upon  all  contemplating  the  use  of  liquid  fuel  as  a  combus- 
tible. It  would  be  best  to  force  the  passage  of  this  air  over  heated 
surfaces  either  by  forced  or  induced  draft,  but  as  this  might  involve 
considerable  expenditure  for  installation,  it  is  possible  that  simpler 
means  might  be  effectual.  The  Bureau  hopes  before  these  experiments 
are  concluded  to  make  a  special  series  of  tests  showing  the  evaporative 
efficienc}T  secured  when  admitting  the  air  to  the  furnace  at  different 
degrees  of  temperature. 

The  mechanical  method  of  introducing  the  oil  was  so  inefficient  in 
the  past  that  even  experts  were  not  able  to  burn  the  amount  of  oil 
desired.  It  has  always  been  possible  to  burn  some  oil  and  to  secure 
nearly  the  full  thermal  efficiency  of  the  combustible.  The  great  diffi- 
culty in  the  past  was  due  to  the  fact  that  no  one  seemed  to  know  how 
to  burn  enough  oil  and  yet  have  it  under  control.  There  is  therefore 
no  record  that,  previous  to  two  years  ago,  any  boiler  ever  evaporated 
the  amount  of  water  with  oil  as  a  combustible  that  was  secured  under 
forced-draft  conditions  with  coal  as  a  fuel.  Stated  in  another  way, 
the  boiler  could  not  be  forced  with  oil  to  the  same  extent  as  with  coal. 
The  experiments  conducted  by  the  liquid-fuel  board  have  shown  that 
it  is  now  possible  to  force  the  combustion  of  oil,  and  that  the  greatest 
evaporation  per  square  foot  of  heating  surface  secured  with  coal  can 
be  greatly  exceeded  by  an  oil-fuel  installation  of  modern  design  where 
provision  has  been  made  for  atomizing  the  combustible  and  heating 
the  air  and  oil.  Continued  experiments  should  therefore  be  conducted 
under  Government  supervision. 

The  liquid-fuel  board  has  already  secured  valuable  information  upon 
most  of  these  points.  A  great  service  will  be  rendered  the  engineer- 
ing interests  of  the  country  if  further  experiments  can  be  conducted 
under  the  auspices  of  disinterested  officials  of  the  Navy,  who,  by 
reason  of  their  training  and  experience,  should  be  particularly  quali- 
fied to  carry  on  such  tests.  The  engineering  or  mechanical  features 
of  the  problem  will  undoubtedly  be  solved  in  a  degree  materially 
satisfactory  to  maritime  and  manufacturing  interests,  if  not  to  naval 
experts,  by  further  experimental  work  of  the  character  that  has 
been  performed. 


BUREAU    OF   STEAM    ENGINEERING.  49 

Second.  The  commercial  feature. 

This  relates  to  the  question  of  cost  and  supply.  It  may  be  regarded 
as  a  certainty  that,  except  wherein  unusual  conditions  prevail,  the  cost 
of  oil  for  marine  purposes  will  generally  be  greater  than  that  of  coal. 
The  cost  is  even  now  less  for  vessels  departing  from  the  Gulf  and  Cali- 
fornia sea  ports,  but  the  rule  will  hold  elsewhere.  While  the  question 
of  cost  should  be  of  secondary  importance  in  military  matters,  it  must 
be  taken  into  consideration  in  industrial  matters.  Jt  is  the  expense  of 
transportation  that  now  prevents  the  oil  from  being  a  cheap  combustible 
for  marine  purposes,  but  this  disadvantage  ought  to  be  soon  removed. 
While  it  may  be  put  on  the  tank  steamer  very  cheaply  at  ports  like 
Point  Sabine.  its  commercial  value  will  be  determined  by  the  cost  of 
delivery  at  commercial  and  maritime  centers.  This  feature  of  the 
problem  is  beyond  the  abilit}7  of  the  Navy  to  control,  but  it  must  be 
regarded  as  an  important  phase  of  the  subject. 

In  considering  the  matter  of  cost  the  fact  should  be  remembered  how- 
ever that  but  comparatively  few  tank  steamers  are  carrying  oil  between 
Point  Sabine  and  the  North  Atlantic  seaports.  The  expense  of  fitting  up 
these  vessels  has  been  very  heav}T,  due  to  the  fact  that  unexpected 
difficulties  developed  in  the  cost  of  making  the  installations.  This  has 
compelled  the  owners  of  the  oil  steamers  to  charge  comparatively  high 
prices  for  transportation  of  the  fuel.  It  can  certainly  be  expected 
that  when  a  large  fleet  of  vessels  are  used  for  carrying  oil  and  when 
terminal  storage  facilities  are  provided  that  there  will  be  a  material 
decrease  in  the  price  of  oil  in  the  leading  cities  on  the  coast.  This  is 
a  very  important  commercial  phase  of  the  question,  and  should  be  care- 
fully considered  in  determining  the  probable  relative  value  of  the  two 
combustibles  in  the  early  future. 

It  is  undoubtedly  a  fact  that  the  transportation  charges  per  mile  for 
oil  at  the  present  time  are  excessive  compared  with  the  freightage  for 
coal,  and  this  incongruity  of  expense  account  against  oil  can  not  con- 
tinue much  longer. 

As  regards  the  question  of  supply,  it  may  be  more  expensive  if  not 
difficult  to  transport  and  to  store  oil  than  coal.  The  fumes  of  all  petro- 
leum compounds  have  great  searching  qualities,  and  therefore  extreme 
precaution  will  have  to  be  taken  to  guard  the  storage  tanks.  If  it  be 
true  that  for  military  purposes  it  is  best  in  time  of  war  to  keep  all 
reserve  fuel  afloat,  then  liquid  fuel  is  at  a  disadvantage  in  this  respect. 
The  mining  and  railroad  companies  have  invested  so  heavily  in  the  coal 
industry,  and  the  transportation  facilities  have  been  so  perfected,  that 
it  is  now  possible  to  quickly  deliver  a  cargo  of  coal  at  any  point  in  the 
world.  There  has  been,  likewise,  a  development  in  the  method  of  load- 
ing and  unloading  cargoes  of  coal.  Since  it  will  require  progressive 
development  to  perfect  the  transportation  and  the  storage  of  oil,  and 
as  the  world's  supply  is  still  an  unknown  quantity,  it  will  be  some  time 
before  there  may  be  a  reserve  supply  of  oil  at  the  principal  seaports. 

It  must  also  be  remembered,  when  considering  the  problem  of  sup- 
ply, that  the  naval  vessel  must  be  kept  in  readiness  for  orders  to  pro- 
ceed at  any  time  to  any  port  within  her  steaming  radius.  The  merchant 
vessel  steams  between  regular  seaports,  where  it  would  not  be  diffi- 
cult to  induce  merchants  to  keep  a  supply  of  oil  as  soon  as  there  is  a 
regular  and  constant  demand  for  it.  The  question  of  supply  for  battle 
ships  and  cruisers  may  therefore  not  only  be  a  commerciaf  affair,  but 
prove  to  be  a  military  problem,  since  the  oil  requirements  of  naval  ves- 

6939—02 4 


50  BUKEAU    OF    STEAM    ENGINEERING. 

sels  for  service  conditions  might  only  be  met  by  the  Government  estab- 
lishing oil-fuel  stations.  The  military  aspect  of  the  question  may  prove 
to  be  a  serious  problem,  since  it  not  only  necessitates  heavy  expendi- 
tures, but  it  may  involve  the  greater  question  as  to  the  wisdom  of  main- 
taining a  complete  chain  of  fuel  stations  between  country  and  colony. 

Third.  While  the  engineer  may  be  most  interested  in  the  mechanical 
features  and  the  shipowners  in  the  commercial  aspect,  the  constructor 
will  meet  with  difficulties  in  solving  the  structural  problem  relating  to 
the  installation  of  oil  fuel  on  board  ship. 

The  structural  feature  of  the  battle  ship  ma}^  prove  a  serious  detri- 
ment to  the  installation  of  an  oil-fuel  appliance.  The  problem  of 
storing  oil  on  board  war  ships  which  possess  protective  decks  is  much 
more  complex  than  the  problem  of  its  storage  in  vessels  of  the  mer- 
chant marine.  Everything  on  board  the  battle  ship  is  subordinated 
to  making  the  vessel  a  gun  platform.  There  are  many  more  com- 
partments in  the  war  vessel  than  in  the  merchant  ship. 

In  all  probability  the  great  bulk  of  the  oil  in  the  war  ship  would 
have  to  be  kept  in  the  double  bottoms.  As  the  petroleum  vapors  are 
quite  heavy,  it  may  be  a  difficult  matter  to  free  these  compartments  of 
explosive  gases,  especially  when  the  compartments  are  partly  empty. 
By  reason  of  the  great  number  of  electrical  appliances  in  use  on  board 
the  war  ship,  thousands  of  sparks  are  likely  to  be  caused,  any  one  of 
which  might  cause  an  explosion  and  set  the  oil  fuel  on  fire.  Our 
limited  experience  with  submarine  boats  may  give  us  an  object  lesson 
as  to  the  liability  of  hydrocarbon  gases  to  explode. 

In  the  merchant  service  the  oil  is  often  stored  in  expansion  tanks  or 
trunks  which  rise  to  the  height  of  the  deck,  and  on  some  of  the  vessels 
there  is  a  cofferdam  around  these  tanks  so  that  any  leakage  of  oil  can 
be  quickly  discovered.  It  is  also  a  comparatively  easy  matter  to  free 
such  tanks  of  any  dangerous  gases  that  may  accumulate.  Inspection 
of  the  tanks  at  all  times  can  also  be  readily  accomplished. 

In  view,  therefore,  of  the  more  difficult  conditions  under  which  the 
oil  will  have  to  be  carried  in  the  naval  service,  the  structural  features 
are  certain  to  have  an  important  bearing  upon  the  question  as  to 
whether  or  not  an  oil  installation  is  possible  in  large  ships  of  war. 

The  Bureau  is  not  inclined  to  be  pessimistic  in  regard  to  the  success- 
ful solution  of  the  problem.  It  believes  that  it  is  expedient  to  frankly 
state  the  difficulties  that  are  likely  to  be  encountered,  so  that  every 
means  can  be  considered  for  overcoming  them. 

The  Bureau  has  no  hesitation,  however,  in  declaring  that  in  view  of 
the  results  already  secured  by  the  liquid-fuel  board  an  installation 
should  be  effected  without  delay  on  at  least  a  third  of  the  torpedo 
boats  and  destro}7ers.  The  junior  officers  of  the  service  are  very  much 
interested  in  the  matter,  and  if  several  boats  are  equipped  entirely 
with  oil-fuel  appliances,  a  spirited  and  keen  but  friendly  rivalry  will 
be  created  which  will  result  in  a  material  increase  in  the  efficiency  of 
the  torpedo-boat  flotilla.  Such  an  installation  would  also  permit  a 
competition  to  be  established  between  the  boats  using  coal  and  those 
using  oil,  and  this  would  be  another  incentive  to  cause  systematic  and 
careful  study  of  the  subject  upon  the  part  of  all  connected  with  the 
torpedo  fleet. 

The  data  which  have  been  secured  by  the  liquid-fuel  board  will  be 
exceedingly  appreciated  in  maritime  and  industrial  circles.  A  careful 
analysis  of  these  data  will  show  how  complete  it  is  and  how  carefully 


BUREAU    OF    8TKAM     I  NUINEERING.  51 

it  has  been  collected.  Although  the  experiments  have  only  been  in 
progress  for  a  short  time,  practically  every  engineering  principle  that 
enters  into  the  oil-fuel  question  has  been  toucned  upon  by  the  board. 
The  tests  that  have  been  conducted  have  been  of  such  a  diversified 
nature,  and  so  many  deductions  can  be  made,  that  other  experimenters 
will  now  be  enabled  to  ascertain  in  what  direction  research  should  be 
carried  on  to  secure  further  definite  information. 

The  completeness  and  character  of  the  experimental  plant  has  prob- 
ably never  been  surpassed,  and  it  is  due  to  this  fact  that  the  data  col- 
lected will  command  attention  in  the  engineering  world. 

While  the  information  secured  may  not  hasten  the  introduction  of 
oil  as  a  fuel  in  armored  cruisers  and  battle  ships,  it  will  materially 
increase  oil-fuel  installation  in  ships  of  the  merchant  marine  and  in 
shore  establishments. 

It  is  the  engineering  or  mechanical  feature  which  is  of  commanding 
importance  in  the  industrial  or  mercantile  marine  world.  The  struc- 
tural disadvantages  which  are  so  serious  as  regards  naval  development 
will  only  be  encountered  in  a  less  degree  in  ships  of  the  mercantile 
marine. 

The  structural  disadvantages  that  may  prove  so  serious  in  the  Navy 
will  not  be  encountered  in  the  installation  of  liquid  fuel  appliances  in 
shore  establishments.  The  insuring  of  a  reserve  supply  of  the  fuel 
ought  also  to  be  a  less  serious  problem  for  industrial  plants.  It  should 
therefore  be  understood  that  the  naval  problem  is  distinct  unto  itself, 
and  that  while  the  experiments  so  far  conducted  show  that  an  installa- 
tion on  a  battle  ship  is  a  serious  question,  the  tests  also  prove  that  for 
manufacturing  purposes  crude  petroleum  is  in  many  respects  an  incom- 
parable fuel. 

Probably  not  over  a  fraction  of  1  per  cent  of  the  oil  used  as  fuel 
would  be  consumed  by  the  Navy;  and  therefore,  while  further  inves- 
tigation may  be  necessary  to  show  the  adaptability  of  oil  for  large  war 
vessels,  the  tests  already  conducted  will  be  of  great  value  and  afford 
considerable  information  to  all  present  consumers  of  liquid  fuel,  as 
well  as  to  those  contemplating  the  installation  of  oil-fuel  appliances. 

The  engineering  information  which  is  being  obtained  by  the  liquid- 
fuel  board  will  secure  increased  efficiency  of  the  motive  power  of  the 
naval  stations  in  the  future  and  also  conduce  to  the  benefit  of  the 
torpedo-boat  flotilla.  It  will  also  afford  another  illustration  of  the  man- 
ner in  which  the  industrial  world  has  been  aided  by  naval  experimental 
research. 

The  data  collected  during  the  official  oil  tests  should  be  compared 
with  the  results  secured  under  the  same  boiler  when  coal  was  used. 
The  evaporative  efficiency,  as  well  as  the  ability  to  force  the  boiler 
with  two  kinds  of  fuel,  can  thus  be  compared  and  the  engineering 
advance  that  has  been  made  of  late  can  best  be  appreciated.  It  will  be 
mainly  by  reason  of  the  fact  that  this  comparative  data  is  obtainable 
that  important  conclusions  can  be  drawn  from  the  information  already 
secured. 

The  Bureau  submits  a  copy  of  the  report  of  Lieut.  Ward  P.  Win- 
chell  as  to  the  performance  of  the  steamer  Mariposa  when  using  oil 
exclusively  under  her  boilers  in  making  the  round  trip  between  San 
Francisco  and  Tahiti. 

The  Bureau  also  submits  a  copy  of  the  preliminary  report  of  the 
liquid-fuel  board. 


52  BUREAU    OF    STEAM    ENGINEERING. 

THE    VOYAGE    OF    S.    S.    MARIPOSA,    USING    AX    OIL-FUEL     INSTALLATION 
EXCLUSIVELY    UNDER   HER    BOILERS. 

The  following  is  a  description  of  the  steamer  Mariposa.  of  the 
Oceanic  Steamship  Company,  as  fitted  for  oil-fuel  burning,  with  an 
account  of  the  preliminary  trial  trips  of  the  vessel  as  witnessed  by 
Commander  H.  N.  Stevenson,  United  States  Navy;  also  the  report  of 
Lieut.  Ward  P.  Winchell,  U.  S.  Nav}7,  who  officially  represented  the 
Department  on  the  round  trip  of  the  steamer  between  San  Francisco 
and  Tahiti. 

The  Maripom  is  a  single-screw  iron  steamer,  built  at  the  yard  of 
William  Cramp  &  Sons,  Philadelphia,  Pa.,  in  1883.  She  has  just  had 
new  engines  and  boilers  installed  by  the  Risdon  Iron  Works,  San  Fran- 
cisco, Cal.  The  oil-burning  plant  has  just  been  installed  by  the  same 
company. 

This  vessel  has  been  employed  in  the  Pacific  trade,  and  is  now  run- 
ning to  Tahiti  from  San  Francisco,  making  the  round-trip  voyage  of 
7,320  knots  each  month. 

Description  of  the  Mariposa. 

Gross  tonnage  ...........   ..............................................  3,  160 

Length  between  perpendiculars  ....................................  feet.  .  314 

Beam  ...........................................................  do  ----  41 

Mean  draft  ......................................................  do  ____  22 

Depth  of  hold  ....................................................  do  .... 


There  is  a  single  bottom  with  four  water-tight  athwartship  bulk- 
heads, and  two  masts,  square  rigged  on  the  foremast. 

The  total  crew  was  formerly  81,  but  since  the  change  from  coal  to 
oil  burning  16  men  have  been  taken  out  of  the  engineer's  force, 
reducing  the  crew  to  65  men  and  making  the  engineers  force  for  oil 
burning  20  men,  as  follows:  1  chief  engineer,  3  assistant  engineers,  3 
oilers,  1  electrician,  1  attendant  for  ice  machine,  1  attendant  for  air 
compressor,  3  water  tenders,  6  firemen,  1  storekeeper;  total,  20. 


THE   ENGINES   AND   BOILERS. 


There  is  one  triple-expansion  engine  of  the  inverted  direct-acting 
type,  with  cylinders  29  inches,  47  inches,  and  78  inches  by  51-inch 
stroke,  designed  for  2,500  indicated  horsepower,  fitted  with  piston 
valves  on  the  high  pressure  and  intermediate  pressure,  and  slide  valve  on 
the  low-pressure  cylinders,  all  driven  by  link  motion.  The  condenser 
is  part  of  the  back  framing.  The  cylinders  are  not  jacketed. 

The  air,  feed,  and  bilge  pumps,  of  which  there  are  two  sets,  are  driven 
from  the  forward  and  after  crossheads.  The  centrifugal  circulating 
pump  is  driven  by  a  separate  engine.  The  4-bladed  propeller  is  16 
feet  6  inches  diameter  and  has  a  pitch  of  23  feet. 

There  are  three  c}rlindrical  tank  boilers  placed  fore  and  aft  in  the 
line  of  the  ship  —  two  are  double  ended,  15  feet  3  inches  diameter  by  17 
feet  3  inches  long,  and  one  single  ended,  14  feet  diameter  by  9  feet  9 
inches  long,  the  latter  placed  amidships  forward  of  and  worked  from 
the  forward  fire  room.  Each  double-ended  boiler  has  six  corrugated 
furnaces;  the  double-ended  boilers  have  a  common  combustion  chamber 
for  opposite  furnaces,  while  the  single-ended  one  has  a  common  com- 
bustion chamber  for  its  three  furnaces.  There  is  one  smokestack  for 
all  the  boilers.  The  combustion  chambers  of  the  double-ended  boilers 


BUREAU    OF    STEAM    ENGINEERING.  53 

have  a  brick  bridge  wall,  and  the  back  sheet  of  the  single-ended  one  is 
covered  with  fire  brick.  The  decision  to  use  oil  in  place  of  coal  was  not 
made  until  the  changes  in  engines  and  boilers  were  well  under  way, 
and  it  was  decided  to  put  the  ship  on  the  route  to  Tahiti.  The  steam 
pressure  is  180  pounds.  There  is  one  auxiliary  boiler,  two-furnace 
return-tube  type,  in  upper  fire-room  hatch,  and  fitted  to  burn  coal  only. 

THE   OIL   TANKS. 

These  were  constructed  out  of  the  old  coal-bunker  space  forward  of 
the  boilers,  and  as  the  steamer  is  intended  to  carry  oil  for  the  round 
trip  of  about  7,320  miles  some  additional  space  had  to  be  taken  from 
the  fore  hold.  They  are  arranged  as  follows:  Just  forward  of  the 
boiler  space  a  solid  water-tight  bulkhead,  well  braced,  was  built  from 
the  berth  deck  to  the  single  bottom  of  the  ship,  extending  to  the 
single  skin  of  the  ship,  from  side  to  side;  4  feet,  or  two  frame  spaces, 
forward  of  this  was  also  built  another  similar  solid  bulkhead,  which 
formed  the  after  ends  of  the  oil  tanks;  48  feet  farther  forward  another 
similar  solid  bulkhead  was  built  to  form  the  forward  ends  of  the  oil 
tanks,  and  4  feet  forward  of  this  another  solid  bulkhead.  The  spaces 
of  4  feet  at  each  end  of  the  tanks  being  a  cofferdam  space  to  catch  any 
oil  from  leakage  or  accident,  these  cofferdam  spaces  can  be  filled  with 
water  if  necessary.  The  tank  space  is  divided  into  six  tanks  by  a 
middle  bulkhead  and  two  side  partitions.  Splash  plates  to  break  the 
impact  of  rolling  are  placed  in  each  tank,  a  small  opening  at  the  top 
allowing  any  accumulation  of  gas  to  pass  off  to  ventilating  trunk. 
Small  openings  at  the  bottom  allow  free  communication  for  the  oil. 
Along  the  top  of  the  tanks  is  provided  an  expansion  head  or  trunk, 
being  4£  feet  high  and  4i  feet  wide.  Over  each  a  ventilating  trunk 
connecting  with  the  top  of  each  tank  extends  up  to  about  5  feet  above 
the  hurricane  deck.  The  cofferdam  spaces  are  ventilated  by  tubes 
reaching  to  the  upper  deck,  fitted  with  cowls,  one  tube  reaching  to 
near  the  bottom  to  carry  off  any  heavy  gas  that  might  accumulate 
there.  From  the  upper  deck  the  sounding  pipes  to  each  tank  are 
reached.  There  are  no  pipes  in  or  through  the  tanks  except  those 
connected  with  the  oil  service.  The  total  capacity  of  the  tanks,  exclu- 
sive of  expansion  trunk,  is  6,338  barrels  of  oil — about  905.43  tons. 
One  barrel  of  oil  equals  42  gallons. 

To  fill  the  tanks,  on  the  port  side  outside  the  ship  a  6-inch  hose 
connection  is  fitted;  from  this  a  pipe  leads  to  the  forward  fire  room 
where  the  tank  oil  pump  is  placed.  This  pump,  horizontal  duplex, 
steam  cylinders,  9  inches,  oil  cylinders  8i  inches,  stroke  10  inches,  can 
be  used  to  draw  its  supply  from  the  pipe  and  deliver  into  each  of  the 
tanks,  or  b}7  using  by-passes,  which  are  provided,  the  oil  barge  along- 
side can  fill  all  the  tanks;  an  overflow  pipe  from  each  tank,  carried  at 
height  of  the  deck  above  them,  leads  to  an  overflow  outside  the  ship 
near  the  supply -hose  coupling. 

There  are  two  service  or  settling  tanks  placed  in  pockets  formed  on 
either  side  of  the  single-ended  boiler.  They  are  reached  by  doors  from 
the  forward  fire  room;  each  of  these  tanks  holds  about  twelve  hours 
supply.  They  are  filled  by  the  oil-tank  pump  and  have  overflows  back 
to  the  main  tanks,  ventilating  tubes  lead  from  near  the  bottom  of  the 
pockets  in  which  they  are  placed  to  the  smoke  stack. 

Each  service  tank  is  provided  with  glass  gauges  by  means  of  which 
the  amount  used  every  hour  or  watch  can  be  easily  measured. 


54  BUREAU    OF    STEAM    ENGINEERING. 

Each  settling  tank  has  two  suction  pipes,  one  at  bottom  to  draw  off 
water  if  necessary,  the  other  at  a  height  of  about  two  feet  for  the  oil 
supply  to  the  service  pumps.  All  the  tanks  are  provided  with 
manholes  to  reach  the  interior. 

THE   OIL-SERVICE   PUMPS.  • 

The  oil-service  pumps,  of  which  there  are  two,  horizontal  duplex, 
steam  cylinders  6  inches,  oil  cylinders  4  inches,  and  stroke  of  6  inches, 
one  being  large  enough  to  supply  all  the  burners,  are  placed  in  the 
forward  tire  room  on  either  side.  They  draw  their  supply  from  the  set- 
tling or  receiving  tank  through  removable  strainers  placed  so  they  can 
be  easily  changed  for  cleaning,  and  discharge  into  the  bottom  of  the 
small  heating  tank  near  them  where  the  oil  is  heated  by  a  steam  coil 
to  not  more  than  150°  F. ,  and  thence  by  a  pipe  to  the  burners.  The 
air  from  the  compressors,  under  a  pressure  limited  to  40  pounds,  dis- 
charges into  the  top  of  the  heater  tank  on  its  way  to  the  burners,  so 
that  the  oil  and  the  air  go  to  the  burners  under  the  same  pressure. 
The  heater  tank  is  provided  with  glass  gauges,  also  a  float  to  work  a 
telltale  and  automatic  control  of  oil-supply  pump. 


THE   AIR    COMPRESSOR. 

The  air  compressor  is  placed  in  a  pocket  off  the  upper  engine-room 
platform,  and  consists  of  duplicate  steam  and  air  cylinders  connected 
to  a  crank  shaft  carrying  a  fly  wheel  turning  between  the  cylinders. 
Either  set  is  large  enough  to  supply  all  the  air  necessary.  The  air 
compressor  is  horizontal,  double-acting,  duplex.  Air  cylinders  22 
inches,  steam  cylinders  12  inches,  diameter,  by  18-inch  stroke  for  all 
cylinders.  Capacity  equals  1,000  cubic  feet  of  free  air  per  minute 
compressed  up  to  30  pounds  at  120  revolutions  per  minute.  Air  is 
used  at  the  heat  of  compression,  or  as  heated  by  the  air  heater. 

THE    ATOMIZER. 

The  atomizer,  for  which  patents  are  pending,  is  the  joint  invention 
of  Messrs.  Grundell  and  Tucker,  San  Francisco. 

The  atomizer,  shown  in  fig.  5,  consists  of  a  hollow  plunger  for  the 
oil,  screwed  into  a  pipe  through  which  the  air  passes.  The  outlet  for 
the  oil  is  through  a  series  of  small  holes  at  right  angles  to  the  central 
hole,  the  air  meets  the  oil  through  spiral  directors  and  is  sprayed  into 
a  rose  shape  by  the  expanded  end  of  the  atomizer. 

The  air  and  oil  pipes  have  globe  valves  to  regulate  the  supphr  of 
either,  also  plug  cocks  connected  together  to  a  handle  by  means  of 
which  each  burner  can  be  shut  off  immediately,  in  case  of  necessity, 
a  slow-down  bell,  or  other  cause.  The  air-supply  pipe  is  also  con- 
nected to  the  steam  line  so  that  steam  can  be  quickly  substituted  for 
air,  if  desired.  The  length  of  the  oil  plunger  is  adjustable,  to  give  the 
best  form  to  the  rose-shaped  flame.  TWTO  burners  are  fitted  to  each 
furnace. 

THE   AIR   HEATER. 

A  part  of  each  furnace  front  is  a  hollow  iron  casting  through  which 
the  air  passes  on  its  way  to  the  atomizers  and  becomes  heated.  The 
chamber  surrounding  the  burner  is  lined  with  a  crucible  lead  lining, 


CM 

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BUREAU    OF    STEAM    ENGINEERING.  55 

a  by-pass  to  the  burners  is  provided  for  use  in  case  of  accident  to  the 
heater.  The  lower  part  of  the  furnace  front  is  a  door  on  hinges  that 
c:m  be  fastened  open  at  any  desired  degree  to  give  air  for  combustion. 
There  are  also  two  louvres  in  the  door  for  the  same  purpose.  Near  the 
front  of  the  furnace  inside  the  door  is  placed  a  brick  wall  made  to 
deflect  upwards  the  inward  current  of  air  to  meet  the  rose-shaped 
flame  from  the  burners.  There  is  ample  space  over  the  brick  wall 
for  a  man  to  enter  the  furnace  through  the  ash-pit  door.  The  double 
furnace  combustion  chambers  have  a  brick  bridge  wall  reaching  above 
the  top  of  the  furnaces,  and  in  the  single  ended  boiler  the  common 
combustion  chamber  has  the  back  sheet  covered  with  fire  brick  to  pro- 
tect it. 

THE   TRIAL  TRIPS. 

Two  trial  trips  with  the  vessel  under  way  were  made  on  July  5  and 
11,  the  vessel  being  under  way  about  eight  hours  each  day,  running 
from  the  vessel's  dock  to  the  Farallone  Islands  and  return,  and  were 
made  for  the  purpose  of  ascertaining  if  the  oil  apparatus,  the  new 
engines  and  boilers,  were  in  good  working  condition.  On  the  first 
run  the  boilers  primed  badly,  owing  to  the  construction  dirt  not  having 
been  thoroughly  cleaned  out.  Before  the  second  run  they  were  cleaned 
and  worked  well  on  this  run. 

The  strainers  on  the  oil  supply  pipes  were  not  finished  and  consid- 
erable trouble  was  found  with  dirty  oil  which  clogged  the  burners. 
Neither  the  telltale  to  show  the  height  of  oil  in  the  heater  tank,  nor 
the  controlling  device  for  the  oil  service  pump  were  fitted,  not  being 
finished  in  time  for  use.  No  attempt  was  made  to  measure  the  amount 
of  oil  burned,  nor  to  attain  the  maximum  speed,  and  it  was  therefore 
impossible  to  obtain  any  data  other  than  observation  of  the  working 
of  the  oil  apparatus. 

Veiy  few  of  the  fire-room  force  had  ever  had  any  experience  with 
oil  burners  on  steamers,  and  one  object  of  the  trials  was  to  give  the 
force  practical  experience.  When  properly  regulated  the  burners 
gave  no  smoke,  but  that  they  were  not  properly  regulated  is  shown  by 
the  fact  that  more  or  less  smoke  was  visible  most  of  the  time,  and  at 
times  dense  black.  Owing  to  lack  of  the  telltale  and  regulating  device 
of  the  small  heating  tank  the  pump  tender  once  allowed  this  tank  to 
fill  up  and  the  oil  to  flow  over  into  the  air  pipe  and  flood  the  burners. 
As  soon  as  this  was  discovered  every  burner  was  immediately  shut  off 
by  means  of  the  lever  connecting  to  the  plug  cocks  on  the  oil  and  air 
supply  pipes  at  the  burners. 

The  atomizer  tubes  were  unscrewed  and  on  some  of  them,  where  the 
oil  had  caked,  considerable  force  had  to  be  applied  to  pull  them  out. 
New,  clean  atomizers  were  screwed  in,  and  as  soon  as  the  oil-heater 
tank  could  be  brought  to  the  proper  oil  level  the  burners  were  started 
"again.  Some  steam  pressure  was  lost  during  this  delay,  but  the  engines 
did  not  stop  nor  slow  down  very  much ;  some  of  the  burners  were  started 
in  a  few  minutes  and  all  of  them  in  not  over  fifteen  minutes.  The 
value  of  being  able  to  shut  off  the  oil  and  air  quickly  and  clean  or  sub- 
stitute other  atomizers  was  shown  by  this  mishap.  The  burners  made 
considerable  roaring  noise,  and  the  air  pressure  was,  in  order  to  clean 
the  burners  from  dirt,  carried  at  about  twice  the  intended  pressure, 
owing  to  the  lack  of  the  strainers  which  allowed  dirty  oil  to  choke 
them,  and  they  had  to  be  taken  out  frequently  for  cleaning.  Bv  shut- 


56  BUREAU    OF    STEAM    ENGINEERING. 

ting  off  with  the  lever  the  regulating  valves  were  left  in  adjustment 
for  starting  the  tire  again  provided  it  was  right  before.  The  new  fire 
is  started  by  a  torch  inserted  into  the  plug  hole  around  the  burner. 

On  the  second  run  the  strainers  and  regulating  device  for  the  heater 
tank  had  been  completed.  The  oil  apparatus  was  handled  with  greater 
ease  and  uniformity,  and  the  less  amount  of  smoke  was  very  notice- 
able. For  intervals  of  an  hour  or  more  scarce^  any  or  none  would  be 
observed.  On  the  run  in  from  the  Farallones  the  engine  was  speeded 
up  to  74  to  77  turns,  and  an  average  speed  of  14i  knots  was  obtained. 
The  steam  pressure  was  uniformly  maintained  at  the  point  desired 
without  difficulty,  and  the  oil-burning  apparatus  gave  no  trouble  what- 
ever and  worked  well. 

The  oil  used  on  both  runs  was  from  the  Kern  River  district,  near 
Bakersfield,  Cal. 

The  following  data  was  observed: 

Steam  pressure pounds. .  160-170 

Revolutions  of  engine 74-77 

Revolutions  of  air  compressor 60 

Pressure  of  air pounds. .  20 

Temperature  of  oil  entering  heater degrees  F. .  80 

Temperature  of  oil  leaving  heater do 120-130 

Temperature  at  base  of  stack do 750 

It  is  regretted  that  the  nature  of  the  trials  did  not  permit  of  obtain- 
ing a  greater  amount  of  data  beyond  observing  the  apparatus  in  use. 

The  chemist  at  the  New  York  yard  submitted  the  following  report 
upon  the  sample  of  the  Kern  River  district  oil  sent  him  for  analysis: 

The  sample  is  practically  free  from  low  boiling  naphtha,  as  on  distillation  only  a 
small  percentage  passed  over  below  150°  C.,  and  less  than  10  per  cent  below  225°  C. 
A  boiling  point  above  360°  C.  was  reached  before  the  second  10  per  cent  was 
collected. 

It  shows  on  ultimate  analysis  the  following  composition: 

Per  cent. 

Carbon 84.  43 

Hydrogen , 10.  99 

Nitrogen 65 

Sulphur 59 

Oxygen 3.  34 

This  gives  a  calorific  value,  by  Dulong's  formula,  of  18,806  B.  T.  U.  The  specific 
gravity  at  60°  F.  is  0.962.  Flash  point,  228°  F.  Fire  point.  258°  F.  Vaporization 
point,  178°  F.  Loss  for  six  hours  at  212°  F.,  12.01  per  cent 

KEPOKT  OF  LIEUT.  WARD  WINCHELL  ON  THE  VOYAGE  OF  THE  MAKIPOSA. 

U.   S.  S.  BOSTON, 

At  Sea,  August  15,  1902. 

SIR:  In  accordance  with  the  Department's  telegraphic  order  of  July 
7,  1902,  delivered  July  8,  1902,  and  the  instructions  from  the  Bureau 
of  Steam  Engineering,  dated  July  7,  delivered  a  few  minutes  before 
sailing,  I  took  passage  on  the  Oceanic  Steamship  Company's  steamer 
Mariposa,  leaving  San  Francisco  at  10  a.  m.  July  15,  1902,  for  the 
round  trip  to  Tahiti. 

In  accordance  with  the  instructions  of  the  Bureau,  1  took  two  sets  of 
indicator  cards  each  day,  making  45  sets  in  all,  the  data  of  w^hich  were 
worked  up. 

There  have  been  no  tests  to  determine  the  evaporative  efficiency  of 
the  two  main  double-ended  boilers  used  on  the  run,  and  I  regret  to 


BUREAU    OF    STEAM    ENGINEERING.  57 

report  that  the  chief  engineer  of  the  ship  was  unable  to  improvise  any 
apparatus  by  which  the  amount  of  feed  water  could  be  determined 
with  accuracy  enough  to  give  data  of  any  value. 

The  amount  of  oil  is  a  matter  of  much  importance,  since  the  tanks 
hold  barely  enough  to  make  the  round  trip  and  but  one  day's  supply 
of  coal  is  aboard.  The  oil  was  measured  hrst  by  the  amount  pumped 
into  the  two  settling  tanks,  as  shown  in  inches  on  the  scale  back  of  the 
gauge  glasses  on  the  tanks;  second,  this  amount  was  checked  by  the 
number  of  inches  used  out  of  each  tank  for  each  watch;  third,  another 
check,  and  the  one  considered  most  accurate  as  dealing  with  large 
quantities  and  small  errors,  was  by  sounding  the  tanks  from  time  to 
time  and  comparing  the  amounts  taken  out  with  the  expenditures  in 
the  log.  The  latter  method  gave  a  correction  which  was  applied  to  the 
daily  log,  increasing  the  daily  expenditure  slightly,  as  summed  up  by 
inches  in  the  settling  tank. 

The  most  careful  inspection  at  Tahiti  failed  to  show  any  bad  effect 
of  the  flame  upon  the  boilers.  No  leaks  nor  defects  developed  any- 
where about  them  and  there  was  no  difficulty  at  any  time  in  feeding 
them.  As  I  was  ordered  to  the  Boston  immediately  on  my  arrival  at 
San  Francisco,  I  lost  the  opportunity  of  again  inspecting  the  boilers, 
but  no  defects  showed  from  the  outside.  At  Tahiti  the  tubes  were 
swept  by  tube  scrapers,  and  back  connections,  uptakes,  ash  pans,  and 
furnaces  were  cleaned.  All  the  refuse  from  these  various  places  barely 
filled  two  ash  buckets. 

This  refuse,  mainly  soot,  was  the  result  not  only  of  the  twelve  days' 
run  to  Tahiti,  but  also  of  the  three  preliminary  trials  by  the  contractors. 
The  first  one,  a  four-hour  trial  of  engines  and  boilers,  was  made  with 
Comax  coal,  and  the  other  two  were  free  runs  at  sea,  of  about  eight 
hours'  duration  each,  burning  oil.  The  tubes  had  never  been  cleaned 
previous  to  arrival  at  Tahiti.  It  is  the  intention  hereafter  to  make  the 
round  trip  of  twenty-four  days'  steaming  without  sweeping  tubes. 

There  are  no  precautions  other  than  those  usually  taken  on  board 
ship  to  guard  against  fire  or  explosion.  All  spaces  to  which  oil  has 
access  are  well  ventilated  by  both  inlet  and  outlet  ducts.  The  oil  is 
a  thick,  dark  fluid,  like  molasses,  and  in  the  open  air  burns  slowly, 
giving  off  much  smoke.  But  it  gives  off  volatile  gases  which  form 
explosive  mixtures  with  air,  tanks  empty  or  nearly  so  being  more 
dangerous  than  full  ones  in  this  respect.  The  ship  is  electrically 
lighted,  but  in  addition  an  open  hand  lamp  is  burning  in  the  tire  room 
all  the  time  to  light  the  burners;  the  firemen  smoke  on  watch,  and  the 
oil  is  treated  no  more  tenderly  than  if  it  were  coal.  On  the  run  back, 
the  cargo  of  copra  was  stored  all  about  the  expansion  trunk,  which 
projects  up  4£  feet  between  decks;  completely  covering  the  tanks  and 
making  them  inaccessible  for  examination. 

Of  the  6  firemen,  3  were  relieved  from  watch  the  second  day  out, 
leaving  but  1  man  on  a  watch  to  fire  12  furnaces  in  two  different  fire 
rooms  separated  by  the  length  of  the  double-ended  boilers.  The  water 
tender  did  not  touch  the  burners  except  in  emergency,  his  duty  being 
to  'tend  water,  fill  settling  tanks  and  record  height  of  oil  in  them, 
record  temperatures  of  oil  at  settling  tank  and  in  heater  of  fire  room 
and  of  superheated  air,  take  reading  of  lower  pirorneter  where  the 
two  uptakes  meet,  and  run  oil  pump  supplying  oil  to  the  settling  tanks 
and  small  oil  pump  supplying  oil  to  the  oil  heater. 

As  a  coal  burner  the  Mariposa  formerly  had  the  following  engineer 


58  BUREAU    OF    STEAM    ENGINEERING. 

force:  1  chief  engineer,  3  assistant  engineers,  3  oilers,  12  firemen.  12 
coal  passers,  3  water  tenders,  1  messenger,  1  storekeeper;  total,  36. 

A  reduction  of  16  men  in  the  fire-room  force  is  effected  by  oil  burn- 
ing. At  sea  she  needs  now  but  3  firemen,  but  carried  6.  this  would 
reduce  the  force  by  19  men. 

Temperatures  of  fire  rooms  seem  to  be  about  what  one  would  expect 
in  coal  burning,  but  the  temperature  of  the  uptake  and  smoke-pipe 
gases  run  high,  the  maximum  being  925,  which  shows  an  undue  loss  of 
heat  here.  The  temperature  of  the  oil  in  the  settling  tanks  ranged 
between  68°  and  100°  F.  on  the  trip  out  and  between  90°  and  108°  F. 
on  the  trip  back. 

The  oil  auxiliaries  comprise  1  large  oil  pump,  2  small  oil  pumps,  2  oil 
heaters,  1  air  compressor,  and  4  strainers. 

There  is  a  steam-pipe  connection  to  blow  out  the  oil  strainers,  and 
another  one  to  blow  out  the  oil  burners  when  clogged. 

On  August  3  the  air  compressor  needed  overhauling,  and  steam 
atomizing  was  kept  up  for  two  and  one-half  hours  until  the  compressor 
was  again  working.  During  this  time  the  evaporator  supplied  enough 
feed  water  to  use  20  burners;  the  engines  were  not  stopped  while 
shifting  from  steam  to  air  atomizing,  and  averaged  67.8  turns  for  the 
two  and  one-half  hours.  They  had  before  been  making  70  turns. 
Also  during  the  four  days  in  port  at  Tahiti  the  forward  main  single 
end  3-furnace  boiler  was  used,  atomizing  with  steam.  Generally  2 
burners  in  the  middle  furnace  gave  ample  steam  to  run  the  following 
auxiliaries, all  exhausting  into  the  atmosphere,  the  boiler  being  fed 
with  fresh  water  from  the  dock:  Ice  machine,  dynamo,  flushing  pump, 
feed  injector,  2  cargo  winches,  small  portable  steam  pump,  and  steam 
for  cooking,  bath  tubs,  etc. 

At  first  2  firemen  and  a  water  tender  were  on  watch  at  a  time,  each 
fireman  having  1  tire  room  of  6  furnaces  or  12  burners.  The  men  had 
but  little  experience,  combustion  was  poor,  much  smoke  was  made, 
much  oil  burned,  and  poor  speed  attained.  To  locate  the  responsibility 
for  bad  adjustment  of  burner  valves,  but  1  fireman  was  put  on  at  a 
time  to  attend  12  furnaces  (24  burners).  This  made  an  improvement  in 
the  combustion. 

Unfortunately,  the  top  of  the  funnel  can  not  be  seen  from  either 
fire  room,  and  while  the  fireman  can  tell  by  the  appearance  of  the  flame 
as  shown  in  the  sight-hole,  or  even  by  the  roar  of  the  burner,  when 
the  combustion  is  perfect,  in  designing  a  boiler  room  for  liquid  fuel 
the  ventilators  should  be  so  arranged  that  a  view  of  the  top  of  the 
smoke  pipe  can  be  had  from  each  fire  room. 

The  work  of  the  fireman  would  be  even  easier  than  it  is  and  better 
results  attained  if  the  oil  and  air  pressure  is  kept  constant  and  the 
heated  temperature  of  the  oil  constant.  The  apparatus  then,  once  prop- 
erly adjusted,  would  need  very  little  change.  To  get  these  results  is  a 
mere  matter  of  detail  easily  arranged.  If  the  temperature  of  the  oil 
rises  it  feeds  more  freety  and  a  readjustment  is  necessary,  and  the 
same  conditions  hold  with  regard  to  the  pressure. 

It  will  be  noticed  that  in  addition  to  the  independent  oil  and  air  sup 
ply  valves  the  burners  are  fitted  with  an  air  plug  cock  and  an  oil  plug 
cock  connected  to  one  lever,  which  then  controls  both  air  and  oil  sup- 
ply, enabling  the  operator  to  shut  them  both  off  at  once  in  emergency. 
At  first  when  steam  went  up  too  high  and  a  burner  was  shut  down 
this  lever  was  used;  but  shutting  off  the  air  thus  gave  the  air  com- 
pressor less  work,  and  as  its  governor  is  not  sensitive  the  air  pressure 


BUREAU    OB^    STEAM    ENGINEERING.  59 

increased,  making  a  readjustment  of  all  oil  and  air  supply  vahv-  neces- 
sary, with  consequent  smoke.  Later  on,  when  it  was  desirable  to  shut 
down  a  burner,  the  oil  alone  was  shut  off  by  the  independent  feed 
valve  on  the  burner,  and  the  untouched  air  valve  kept  the  air  compres- 
sor's work  more  nearly  constant;  then  when  the  burner  was  again 
required,  the  oil  valve  was  opened  and  immediately  lighted  from  the 
Hame  of  the  adjacent  burner. 

In  starting  tires  with  everything  cold,  steam  is  raised  on  the  aux- 
iliary boiler,  which  burns  coal,  and  the  air  compressor,  oil  pumps,  and 
oil  heater  are  started.  The  oil  is  lighted  by  inserting  oil-soaked  rags 
in  the  air  space  surrounding  the  burner  ana  touching  a  lamp  to  them, 
or  an  arrangement  like  a  gas  lighter  may  be  used. 

Sometimes  when  the  air  pressure  is  too  high,  or  insufficient  oil  is 
feeding,  the  flame  flickers  and  may  go  out.  If  the  oil  is  kept  feeding 
under  these  conditions,  on  relighting  there  is  a  small  explosion  of  the 
gases  in  the  furnace,  with  a  momentary  back  draft  through  the  peep- 
holes and  ash  pans. 

When  shut  down  July  19,  for  two  and  one-half  houTs,  plugging  ccn- 
denser  tubes,  one  burner  at  each  end  of  each  boiler  (4  burners  in  all), 
furnished  steam  to  run  all  auxiliaries,  including  feed  pump,  bilge 
pump,  air  compressor,  ice  machine,  dynamo,  and  flushing  pump,  all  of 
which  were  exhausting  into  the  atmosphere. 

During  the  four  days  in  port  at  Tahiti  the  forward  main  single-end 
3-furnace  boiler  was  used,  atomizing  with  steam.  Generally  two 
burners  in  the  middle  furnace  gave  ample  steam  to  run  the  following 
auxiliaries,  all  exhausting  into  the  atmosphere,  with  boiler  fed  from 
fresh  water  on  the  dock:  Ice  machine,  dynamo,  flushing  pump,  feed 
injector,  two  cargo  winches,  and  small  portable  steam  pump. 

In  the  Grundell-Tucker  burner  (see  fig.  5)  the  oil,  heated  by  a  steam 
coil  under  boiler  pressure  throttled  down,  passes  through  the  inside 
pipe  and  is  thrown  out  radially  through  the  series  of  small  holes.  The 
air,  first  heated  by  compression  up  to  20  pounds,  is  further  heated  to 
a  temperature  of  about  350°  F.  in  the  air  chamber  surrounding  the 
burner,  and  called  the  air  superheater.  Air  can  be  used  at  the  tem- 
perature at  which  it  leaves  the  compressor,  and  was  so  used  on  the 
trip  down  until  July  17,  when  the  superheaters  were  connected  up. 
This  air  under  the  pressure  of  about  20  pounds  surrounds  the  oil  pipe 
in  the  burner  and  passes  axially  along  the  pipe  until  near  the  end, 
where  it  is  given  a  whirling  motion  through  small  helical  passages 
arranged  like  the  rifling  of  a  gun.  It  crosses  axially  and  whirling 
through  the  tine  oil  streams  spurting  radially  from  the  end  of  the 
burner,  breaking  up  the  oil  into  fine  spray,  the  drops  of  which  can  be 
seen  before  they  ignite.  A  further  air  supply  (cold)  is  admitted 
through  the  hinged  door  of  the  ash  pan,  and  is  directed  up  across  the 
path  of  the  flame  and  heated  also  by  a  curved  fire-brick  wall  built  in 
the  ash  pan  close  to  the  front. 

This  ash-pan  door  is  not  moved  much,  but  the  regulation  of  the  air 
supply  is  by  the  valve  control  of  the  air  and  oil  in  the  burner.  The 
flame  should  be  a  steady,  full,  white  or  yellowish  white  one,  filling  the 
furnace. 

The  principal  difficulties  encountered  were  in  the  regulation  of  the 
supply  of  oil  to  the  heaters  b}^  the  pump  and  the  consequent  variation 
of  the  temperature  of  the  heated  oil  and  the  freedom  of  flow  through 
the  burners.  An  automatic  submerged  float,  arranged  like  a  steam 
trap  and  fitted  in  the  oil  heater  to  control  the  throttle  of  the  pump, 


60  BUKEAU    OF    STEAM    ENGINEERING. 

failed  to  give  good  automatic  results,  and  the  supply  of  oil  was  regu- 
lated by  hand.  If  the  oil  is  heated  too  much  (above  150°  F.)  some  of 
the  volatile  gases  are  given  off  and  mingle  with  the  air  pressing  on  top 
of  the  oil  in  the  heater,  thence  passing  with  the  air  into  the  air  super- 
heaters and  burners,  the  result  being  that  on  one  occasion  a  heater  got 
red  hot  from  this  cause. 

Another  difficulty  'was  due  to  the  choking  of  the  strainers  by  foreign 
matter  and  impurities  in  the  oil,  shutting  off  the  supply  of  oil,  and  on 
one  occasion,  August  10,  putting  out  all  the  fires.  Just  previous  to  the 
fires  going  out,  and  while  the  usual  air  supply  was  on,  and  an  insuffi- 
cient amount  of  oil  being  fed,  a  dense  white  smoke  like  steam  arose 
from  the  funnel. 

This  strainer  difficulty  will  be  solved  by  fitting  the  strainers  in  pairs, 
so  that  a  clean  one  can  always  be  switched  in  while  the  choked  one  is 
being  cleaned. 

Generally  the  revolutions  of  the  engines  did  not  varj7  much  during 
the  da}%  and  in  calculating  the  horsepower  for  each  day's  average  revo- 
lutions, when  the  cards  for  that  day  differed  much,  that  set  was  selected 
whose  revolutions  were  near  the  average  for  the  day  with  the  indi- 
cated horsepower,  assumed  to  vaiy  as  the  cube  of  the  revolutions.  If 
the  two  sets  of  cards  for  the  day  had  the  same  number  of  revolutions 
their  average  indicated  horsepower  was  used  as  a  basis  to  compute  the 
day's  horsepower  as  before. 

It  will  be  noted  that  the  log  accompanying  this  report  is  kept  from 
noon  to  noon.  This  was  done  as  the  patent  log  was  inaccurate,  and 
the  speed  of  the  ship  was  got  from  noon  positions  as  given  by  sights. 

It  will  be  noted  that  speed  was  much  higher  on  the  return  trip  than 
on  the  outgoing,  which  is  ascribed  partly  to  the  better  combustion  as 
the  firemen  got  experience,  partly  to  the  overhauling  of  the  bearings 
at  Tahiti  by  the  force  on  board,  and  mostly  to  the  increased  oil  con- 
sumption allowed  after  the  run  down  had  proved  that  there  was  plenty 
of  oil  for  the  return  trip,  which  was  a  matter  of  some  doubt  before, 
the  ship  being  provided  with  coal  for  twenty-four  hours  to  cover 
possible  emergenc}7. 

Full  power  was  not  developed  in  the  two  boilers  used,  as  schedule 
time  was  easily  exceeded  with  from  2  to  4  burners  shut  off,  though  it 
would  not  appear,  from  the  tabulated  results,  that  the  indicated  horse- 
power would  equal  what  can  be  got  by  a  good  system  of  forced  draft. 
This  burner,  however,  works  well  with  the  Howden  system  of  forced 
draft,  as  seen  on  the  tank  steamer  George  Loomis. 

It  must  be  remembered  that  the  tabulated  calculations  are  all  based 
on  the  indicated  horsepower  of  the  main  engines  only,  as  it  was  con- 
sidered better  to  use  only  data  actually  obtained,  and  afterwards  esti- 
mated data,  such  as  indicated  horsepower  of  auxiliaries,  could  be 
applied  without  vitiating  the  observed  data  and  results.  No  cards 
could  be  taken  from  any  of  the  auxiliaries,  but  careful  estimates  give 

the  following;  results: 

I.H.P. 

Air  compressor,  at  60  revolutions  per  minute 110 

Auxiliary  feed  pump  and  two  oil  pumps,  one  in  intermittent  use 30 

Dynamos  . . .' 30 

Ice  machine 7 

Circulating  pump 5 

Flushing  pump 2 

Baths,  steam  tables,  evaporator,  cooking,  etc 11 

Total..  .  195 


BUREAU    OF    STEAM    ENGINEERING.  61 

The  steering  engine  is  not  used  except  near  port. 

The  size  of  air  compressor  was  based  on  the  assumption  that  it 
requires  1  cubic  foot  of  free  air  for  every  pound  of  water  evaporated 
from  and  at  212°  F.,  as  shown  by  tests  of  various  oil  burners  at  West- 
ern Sugar  Refinery,  San  Francisco. 

The  weights  of  oil  auxiliaries  are  as  follows: 

Tons. 

Air  compressor 9 

Two  settling  tanks 12 

Two  oil  heaters 2 

Two  oil  pumps  (small) 5 

One  oil  pump  (large) 1.25 

Fifteen  superheaters  (air)  front 3. 1 

All  pipe,  valves,  fittings,  ventilators,  etc 8 

It  should  be  remembered  that  the  boilers  were  designed  for  coal 
burning;  that  the  oil-burning  plant  was  fitted  in  a  hurry,  the  machin- 
ists not  leaving  the  ship  until  the  gong  rang  for  people  to  go  ashore; 
that  the  firemen  were  without  experience  in  oil  burning,  and  that  most 
of  the  automatic  gear  did  not  function  properly. 

With  the  air  pressure  constant;  with  the  oil  heated  at  constant  tem- 
perature near  140°  F. ;  with  oil  strainers  arranged  in  pairs,  so  that  one 
is  always  efficient,  and  with  experience  in  firing,  the  results  in  econ- 
omy of  oil  should  be  much  better  on  the  next  trip;  and  the  fireman's 
work,  already  very  easy,  will  approach  supervising  automatic  regula- 
tion. The  fireman  does  not  need  strength  nor  previous  training  with 
coal.  He  should  have  a  good  eye,  good  ear,  some  common  sense,  and 
a  desire  to  learn  a  new  and  easy  trade. 

In  conclusion,  I  wish  to  state  that  every  facility  was  given  me  by  all 
the  officers  of  the  company,  the  chief  engineer  of  the  ship  being  par- 
ticularly zealous  in  arranging  for  the  taking  of  required  data. 
Very  respectfully, 

WARD  WINCHELL, 
Lieutenant,  United  States  Navy. 

CHIEF  OF  BUREAU  OF  STEAM  ENGINEERING, 

Navy  Department,   Washington,  D.  C. 


62 


BUREAU    OF    STEAM    ENGINEERING. 


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BUREAU    OF    STEAM    ENGINEERING. 


NOTE. — The  Bureau  has  also  received  the  following  summary  of  the  second  voyage 
of  the  steamship  Mariposa  on  the  round  trip  between  San  Francisco  and  Tahiti.  This 
data  shows  that  the  oil  consumption  on  the  second  voyage  was  considerably  less  than 
that  on  the  first,  due  to  two  causes:  Improvements  in  detail  of  the  oil-fuel  installa- 
tion and  increased  skill  and  intelligence  upon  the  part  of  the  engine-room  force. 

The  Occidental  Steamship  Company  is  fitting  an  oil-fuel  installation  on  the  sister 
ship  Alameda,  and  it  can  be  expected  that  when  a  spirited  rivalry  is  created  between 
the  crews  of  the  Alameda  and  Mariposa  that  even  better  results  can  be  anticipated. 

0.  S.  S.  Mariposa,  voyage  No.  I?,  from  San  Francisco  to  Tahiti,  1902. 


Date. 

Knots 
per 
day. 

Knots 
per 
hour. 

Revo- 
lutions 
per 
minute. 

Oil 
used 
per 
day,  in 
barrels. 

Oil 
used 
per 
day,  in 
tons  of 
2,240 
pounds. 

Oil 
used 
per 
hour, 
in 
pounds. 

Pounds 
of  oil 
per 
knot 
run. 

Knots 
made 
per  ton 
of  oil. 

Dis- 
tance 
run  per 
barrel 
of  oil, 
in 
knots. 

Slip  of 
pro- 
peller, 
per 
cent. 

August  21 

328 

13.3 

63.7 

255 

36.43 

3,400 

248.8 

9.00 

1.29 

22 

297 

12.3 

62.6 

225 

32.14 

3  000 

242.8 

9.24 

1  32 

13  4 

23  

282 

13.3 

64 

210 

30.00 

2,800 

237.4 

9.43 

1.35 

9 

24  

330 

13.6 

65.9 

235 

33.59 

3,133 

227.9 

9.82 

1.40 

8.8 

25 

310 

12.8 

62 

220 

31.43 

2,933 

227.1 

9.86 

1.41 

8.8 

26  

311 

12.8 

62 

210 

30.09 

2,800 

216.1 

10.37 

1.48 

8.5 

27    

292 

12.1 

62 

220 

31.43 

2,933 

241.1 

9.29 

1.33 

13.8 

28 

305 

12.6 

62.1 

220 

31.43 

2,933 

230.8 

9.70 

1.39 

10.3 

29 

305 

12  6 

62  2 

220 

31  43 

2  933 

230  8 

9  70 

1  39 

10.5 

30  

31 

322 
326 

13.3 
13.5 

65 
66 

230 
240 

32.86 
34.28 

3,066 
3,200 

228.6 
235.6 

9.80 
9.51 

1.40 
1.35 

9.5 
9.4 

Average,  11  days... 
Voyage  1,  11  days  .  . 

309.9 
312.7 

12.96 
13.12 

63.4 
65.2 

226 

254.8 

32.28 
36.40 

3,013 
3,412 

233.3 
260.9 

9.60 
8.585 

1.37 
1.22 

9.9 
13.14 

\  \  Average  temperature  of  uptake,  548°;  average  temperature  of  superheaters,  360°;  average  tempera- 
ture of  cold  oil,  91°. 


0.  S.  S.  Mariposa,  voyage  No.  2,  from  Tahiti  to  San  Francisco,  1902. 


Date. 

Knots 
per 
day. 

Knots 
per 
hour. 

Revo- 
lutions 

minute. 

Oil 
used 
per 
day,  in 
barrels. 

Oil 
used 
per 
day,  in 
tons  of 
2,240 
pounds. 

Oil 
used 
per 
hour, 
in 
pounds. 

Pounds 
of  oil 
per 
knot 
run. 

Knots 
made 
per  ton 
of  oil. 

Dis- 
tance 
run  per 
barrel 
of  oil, 
in 
knots. 

Slip  of 
pro- 
peller, 
per 
cent. 

September  6  

292 

12.2 

62.1 

215 

30.71 

2,867 

235.6 

9.51 

1.36 

12.6 

8.'.'.'.'.'.'.'. 
9  

301 

288 
298 

12.6 
12.1 
12.5 

62.6 
62.9 
63.1 

220 
220 
220 

31.43 
31.43 
31.43 

2,933 
2,933 
2,933 

233.8 
244.4 
236.2 

9.57 
9.16 
9.48 

1.37 
.31 
.35 

11.2 

15.5 
12.6 

10  

11 

276 
327 

12.2 
13.7 

64.7 
66.9 

220 
245 

31.43 
35 

2,933 
3,267 

255.1 
240 

8.46 
9.34 

.25 
.33 

13.4 
9.4 

12  

OQO 

12.7 

67.1 

250 

35.71 

3,333 

264 

8.48 

.21 

16.5 

13  

14 

317 
307 

13.2 
13.2 

67.3 
67.4 

265 
260 

37.44 
37.45 

3,533 
3,466 

267.5 
271 

8.53 
8.20 

.20 
1.18 

13 
13 

15  

324 

13.8 

69 

265 

37.94 

3,533 

261.7 

8.54 

1.22 

12 

16  

321 

13.5 

69.2 

270 

38.57 

3,600 

269.1 

8.32 

1.19 

13.9 

Average,  11  days  .  .  . 
Voyage  1,10  days... 

304.9 
331.9 

12.7 
13.96 

65.7 
70.6 

241 
295.5 

34.46 
42.22 

3,212 
3,981.6 

252.  6 
284.79 

8.87 
7.841 

1.27 
1.122 

13.01 
12.89 

Average  temperature  of  uptake,  546°;  average  temperature  of  superheaters,  360°;  average  tempera- 
ture of  cold  oil,  90°. 


BUREAU    OF    STEAM    ENGINEERING.  65 

REPORT  OF  BOARD  ON  TESTS  OF  LIQUID  FUEL  FOR  NAVAL  PURPOSES. 

DEPARTMENT  OF  THE  NAVY, 

BUREAU  OF  STEAM  ENGINEERING, 

Washington,  D.  €.,  October  1,  1902. 

SIR:  The  board  appointed  to  conduct  an  extended  series  of  tests  to 
determine  the  value  of  liquid  fuel  for  naval  purposes  submits  the  fol- 
lowing preliminary  report: 

The  board  is  of  the  opinion  that  the  best  interests  of  the  Navy  will 
be  subserved  by  making-  public  at  this  time  the  data  and  information 
collected  during  the  fourteen  official  experiments  that  have  been  con- 
ducted. There  are  many  persons  outside  the  naval  service  who  are 
interested  in  the  subject,  and  who  would  cheerfully  render  assistance 
along  special  lines  if  the}^  could  secure  a  knowledge  of  the  general  pur- 
pose and  work  of  the  board.  These  engineering  experts  in  the  mer- 
cantile marine,  as  well  as  in  civil  life,  will  in  return  obtain  trustworthy 
information  from  the  data  secured,  and  thus  be  able  to  make  important 
deductions.  The  benefit  of  submitting  a  preliminary  report  will  thus 
redound  to  the  material  advantage  of  all  interested  in  the  development 
of  the  use  of  liquid  fuel,  whether  .or  not  they  are  connected  with  the 
naval  service. 

NECESSITY    FOR   NAVY   DEPARTMENT   TO    CONDUCT   TESTS. 

Before  laying  out  the  work  the  board  realized  that  there  was  in 
existence  a  wealth  of  literature  bearing  upon  the  subject.  Thousands 
of  interested  persons  had  done  some  experimentation,  but  many  of 
these  people  had  no  inclination  to  turn  their  data  over  to  the  general 
public.  By  the  action  of  the  Navy  Department  in  organizing  an  offi- 
cial board  it  was  possible  to  secure  data  that  could  only  have  been 
gathered  with  difficulty  by  private  parties. 

Upon  investigation  the  board  finds  that  much  of  the  data  published 
is  very  unreliable,  particularly  upon  the  most  important  features  of 
the  problem.  As  an  illustration,  it  has  been  asserted  that  the  boilers  of 
some  merchant  vessels  only  consume,  for  sustained  sea  work,  1  pound 
of  oil  to  develop  1  horsepower.  When  it  comes  to  checking  this 
information  by  the  consumption  from  the  storage  tanks  it  will  be  found 
that  a  much  larger  quantity  is  used. 

The  Navy  Department  can  secure  information  that  individuals  can 
not.  It  is  well  understood  that  any  information  obtained  by  a  naval 
board  will  be  published  in  official  reports,  providing  there  are  no  mili- 
tary objections  to  such  publication,  and  that  it  is  to  the  mutual  interest 
of  the  shipbuilding  and  manufacturing  concerns  to  have  the  informa- 
tion extant  collated  by  Government  officials  who  are  only  bent  upon 
stating  facts  and  who  have  only  a  professional  interest  in  the  investi- 
gation of  the  subject. 

It  is  somewhat  expensive  work  to  collect  trustworthy  data  in  regard 
to  the  performance  of  marine  vessels  possessing  an  oil-fuel  installation. 
The  steamship  companies  that  have  gone  to  a  considerable  financial 
outlay  in  securing  information  can  not  be  expected  to  assume  the  r61e 
of  public  benefactors,  and  therefore  it  is  directly  within  the  sphere  of 
the  Navy  Department  to  conduct  an  extended  series  of  experiments 
that  will  be  of  great  value  to  the  shipbuilding  and  manufacturing 
interests,  even  if  the  Navy  does  not  receive  an  immediate  return. 

The  naval  problem  is  a  quite  complicated  one,  and  an  extended 
series  of  experiments  to  determine  the  value  of  liquid  fuel  for  ships 
6939—02 5 


66  BUREAU    OF    STEAM    ENGINEERING. 

of  war  should  be  conducted  for  at  least  a  year.  The  board  recognizes 
the  fact  that  the  commercial  phase  of  the  liquid-fuel  question  as 
regards  the  Navy  is  quite  different  from  what  it  is  in  the  merchant 
marine,  and  that  it  will  be  much  more  difficult  to  insure  an  adequate 
supply  for  ships  of  war  than  for  merchant  vessels.  It  will  also  tax  the 
ability  of  the  naval  constructor  to  solve  the  construction  problem 
involved  in  installing  oil-fuel  appliances  on  board  the  battle  ship,  since 
it  will  not  be  possible  to  find  such  satisfactory  storage  compartments 
in  the  fighting  ship  as  in  the  freighter. 

ENGINEERING   FEATURES   OF   THE   OIL-FUEL   PROBLEM. 

It  is  the  engineering  or  mechanical  feature  of  the  problem  that  the 
board  is  concentrating  its  energies  upon.  Therefore  the  board  pro- 
poses to  try  to  solve  some  of  the  following  problems  in  connection 
with  the  subject: 

1.  The  relative  advantages  of  air  and  steam  as  an  atomizing  agent 
for  liquid  fuel.     The  question  of  supply  of  fresh  water  is  very  impor- 
tant in  the  Navy,  and  therefore  the  use  of  steam  should  be  obviated,  if 
possible.     On  the  other  hand,  the  air  compressors  are  quite  heavy  and 
take  up  considerable  room.     As  air  compressors,  however,  are  used 
for  many  purposes  on  board  ship,  it  might  be  possible  to  have  a  central 
plant  for  all  purposes.     It  is  also  important  to  know  to  what  extent  it 
will  be  necessary  to  superheat  the  steam  in  case  it  is  used  as   the 
atomizing  agent. 

2.  There  is  a  wide  divergence  of  opinion  as  to  the  pressures  at  which 
oil,  steam,  and  air  should  be  delivered  to  the  burners.     Progressive 
tests  may  afford  valuable  information  upon  this  point. 

3.  The  design  of  the  steam  generator.     As  the  experimental  boiler 
now  in  use  by  the  liquid-fuel  board  is  of  the  water-tube  type,  it  will 
be  possible   to  extend   the  length  of   the  furnace  and  make  other 
changes  which  will  give  important  information  as  to  whether  or  not  it 
would  be  advisable  to  design  a  special  form  of  marine  boiler  for  oil- 
fuel  installation. 

4.  The  simplest  and  most  economical  means  of  heating  the  air  and 
the  oil.     In  view  of  the  result  of  the  pjresent  experiments  and  of  the 
information  obtained  from  outside  sources,  there  is  no  doubt  but  that 
the  air  should  be  heated;  and  it  would  seem  that,  particularly  in  a 
water-tube  boiler,  such  heating  could  be  effected  in  a  simple  and  cheap 
manner  by  utilizing  the  heat  radiated  to  the  ash  pit. 

5.  The  value  or  necessit}^  of  an  air  receiver  when  compressed  air  is 
used  as  the  atomizing  medium.     Can  the  pulsations  of  the  compressor 
be  reduced  or  minimized  by  installing  such  an  intermediate  receiver 
between  the  compressor  and  the  burner  ? 

6.  Experiments  could  be  made  concerning  the  baffling  of  the  gases, 
for  the  tests  already  conducted  show  that  the  calorimeter  area  can  be 
somewhat  reduced  when  using  oil. 

7.  The  relative  value  of  leading  types  of  burners.     Particularly  is 
it  necessary  to  know  whether  a  simple  burner  should  be  installed  and 
provision  made  for  heating  the  air,  or  whether  an  appliance  should  be 
installed  which  partially  gasifies  the  oil  before  ignition.     There  are  on 
file  in  this  Bureau  over.2, 000  drawings  and  specifications  pertaining  to 
the  use  of  liquid  fuel,  and  it  is  said  that  new  patents  are  being  issued 
at  the  rate  of  about  30  a  week.     In  view  of  such  widespread  interest 
in  the  subject,  the  board  deems  it  important  to  test  representative 
types  of  the  various  classes  of  burners. 


-4C 


FIG.  8.— THE  HOHENSTEIN  EXPERIMENTAL  BOILER  AS  ARRANGED  FOR 
LIQUID-FUEL  TRIALS. 
a,  DRAFT-GAUGE   CONNECTIONS.        6,  MICA  WINDOWS. 


BUREAU    OF    STEAM    ENGINEERING.  67 

8.  The  problem  as  to  whether  the  oil  could  be  consumed  under  all 
conditions  without  producing  smoke.  In  the  naval  service  this  is  an 
important  question.  As  there  is  also  a  tendency  to  compel  manufac- 
turers to  take  means  to  prevent  smoke  issuing  from  the  stacks  of  their 
plants,  the  question  also  concerns  the  general  public. 

OPPORTUNITIES    POSSESSED    BY   THE    BOARD    FOR   SECURING    TRUSTWORTHY    DATA. 


considers  it  but  just  to  acknowledge  that  through  the  gen- 
e  Oil  City  Boiler  Works  the  Bureau  of  Steam  Engineering 


The  board 
erosity  of  the 

has  had  placed  at  its  disposal  without  cost  for  rental  a  thoroughly 
equipped  experimental  plant.  The  experimental  boiler  is  of  the 
Hohenstein  design,  and  it  is  the  same  boiler  that  was  used  by  the  Navy 
Department  in  conducting  the  extended  series  of  tests  that  were 
made  with  coal  at  various  rates  of  combustion.  The  value  of  the 
data  collected  during  the  liquid-fuel  experiments  can  only  be  appre- 
ciated in  its  fullness  by  comparing  the  various  tables  with  those 
secured  during  similar  tests  when  coal  was  used  as  a  combustible. 
The  appropriation  of  $20,000  that  was  made  by  the  Fifty-seventh  Con- 
gress for  determining  the  value  of  liquid  fuel  for  naval  purposes  will 
therefore  be  devoted,  in  great  part,  to  original  investigation  and 
research.  The  board  has  also  had  at  its  disposal  an  unexpended 
balance  of  $7,088.09  from  a  former  appropriation.  In  view  also  of 
the  fact  that  everybody  now  performing  duty  in  connection  with  the 
experiments  is  in  the  naval  service,  the  appropriation  available  repre- 
sents only  a  portion  of  the  actual  expense  of  the  experimental  work. 

The  Bureau  of  Steam  Engineering  has  supplemented  the  work  of 
the  board  by  calling  upon  officers  in  various  parts  of  the  world  for 
information  upon  the  subject.  The  board  has  visited  the  steamers 
J.  M.  Guffey,  Paraguay,  and  City  of  Everett,  and  has  carefully 
observed  the  particular  features  of  each  installation.  Some  of  the 
experts  of  the  fuel-oil  department  of  the  Standard  Oil  Company  have 
visited  the  experimental  plant  and  given  valuable  advice  along  certain 
lines.  The  board  has  also  been  placed  in  possession  of  the  extensive 
correspondence  carried  on  by  the  Bureau  of  Steam  Engineering  dur- 
ing the  past' year  with  experts  and  manufacturers.  It  can  therefore 
be  expected  that  if  the  tests  can  continue,  valuable  information  will 
not  only  be  secured,  but  it  will  be  possible  for  the  Navy  to  render  a 
direct  service  to  all  who  have  a  professional  or  financial  interest  in 
the  general  solution  of  the  liquid-fuel  question. 

GENERAL   DESCRIPTION   OF  THE   PLANT. 

Fig.  6  is  a  ground  plan  of  the  plant.  Fig.  7  is  a  half-tone  view. 
Fig.  8  shows  a  longitudinal  section  of  the  boiler  with  the  oil  burners 
"in  place.  Fig.  9  shows  the  construction  of  an  air  burner  of  the  Oil 
City  Boiler  Works  design.  This  burner  was  used  during  the  seven 
general  tests  that  were  conducted  to  show,  among  other  things, 
whether  or  not  it  would  be  possible  to  secure  a  greater  evaporative 
efficiency  from  the  boiler  with  oil  fthan  was  secured  with  coal.  Six 
of  these  burners,  spaced  18  inches  apart,  were  ranged  across  the  front 
of  the  furnace,  there  being  a  separate  opening  in  the  furnace  wall  for 
each  burner.  Considering  the  burners  as  arranged  in  pairs,  those 
of  each  pair  were  inclined  toward  each  other  at  an  angle  such  that 
their  flame  impinged  near  the  transverse  center  line  of  the  furnace. 


68  BUREAU    OF    STEAM    ENGINEERING. 

The  arrangements  for  weighing  the  feed  water  were  substantially 
the  same  as  during  the  coal- burping  tests.  The  facilities  for  securing 
forced  draft  were  likewise  the  same. 

UNIFORM   QUALITY   OF   OIL   USED   DURING    EXPERIMENTS. 

While  the  Bureau  received  many  offers  from  various  sources  to 
furnish  oil  free  of  cost  at  the  wells,  careful  inquiry  showed  that  there 
was  no  certainty  when  this  oil  could  be  delivered  at  the  experimental 
plant.  Since  time  is  a  great  element  in  the  matter,  the  board  deemed 
it  necessary  to  use  means  whereby  a  steady  supply  of  oil  would  be 
assured  and  no  delay-  ensue  from  a  lack  of  liquid  fuel  in  the  storage 
tank.  The  oil  was  therefore  secured  from  the  Standard  Oil  Company. 
The  product  of  different  localities  will  be  tested,  for  the  evaporative 
efficiencies  of  each  iield  should  be  ascertained. 

METHOD   OF   WEIGHING   OIL   USED. 

From  the  storage  tank  the  oil  was  pumped,  as  desired,  into  a  weigh- 
ing tank,  from  which  it  flowed  by  gravity  into  the  oil -feed  tank. 
From  this  reservoir  the  oil  was  pumped  into  a  pipe  leading  to  the 
burners,  constancy  of  the  pressure  being  secured  by  an  air  chamber 
and  a  relief  valve.  An  overflow  pipe  led  from  relief  valve  back  to 
the  feed  tank.  The  weighing  and  feed  tanks  were  fitted  with  gauge 
glasses  graduated  to  5  pounds,  by  the  aid  of  which  the  exact  weight 
of  oil  was  secured  at  the  end  of  each  hour,  the  same  as  with  the  feed 
water. 

The  air  for  atomizing  the  oil  is  supplied  by  a  Root  blower  driven  by 
a  direct  connected  engine.  This  blower  delivered  8  cubic  feet  of  free 
air  per  revolution,  at  pressures  ranging  from  0.78  pound  to  4.68 
pounds  per  square  inch.  The  air  pressure  was  measured  by  a  mer- 
cury column,  the  location  of  which  was  such  that  it  gave  substantially 
the  same  pressure  as  at  the  discharge  of  the  blower.  The  temperature 
of  the  compressed  air  was  taken  near  the  same  point.  A  Rand  air 
compressor  has  been  bought  and  will  be  installed,  enabling  higher  pres- 
sures of  air  to  be  used. 

The  process  of  getting  up  steam  in  the  main  boiler  was  somewhat 
slow,  as  dependence  had  to  be  placed  on  a  small  auxiliary  boiler  for 
driving  the  Root  blower  until  sufficient  steam  pressure  could  be  secured 
for  that  purpose  from  the  main  boiler.  The  auxiliary  boiler  was  only 
equal  to  the  task  of  supplying  the  air  to  two  burners. 

The  oil  used  was  from  the  Beaumont,  Tex.,  field.  It  is  said  to  have 
been  subjected  to  an  inexpensive  treatment  which  removed  the  sulphur 
and  some  of  the  more  volatile  hydrocarbons.  The  board  believed  that 
it  would  be  best  to  use  an  oil  that  had  been  thus  treated  until  some 
positive  information  could  be  secured  as  to  whether  or  not  it  was 
advisable  to  attempt  to  use  crude  oil.  It  should  also  be  stated  that 
delay  might  have  ensued  if  it  had  been  attempted  to  depend  upon  indi- 
vidual shipments.  The  judgment  of  the  board  in  this  respect  has  been 
vindicated,  for  there  have  been  times  since  the  experiments  commenced 
when  other  parties  in  the  city  have  been  unable  to  secure  any  oil  at 
any  price. 

CHEMICAL    COMPOSITION    OF    THE    OIL    USED    DURING   TESTS   COMPARED   WITH   THE   CRUDE 

PRODUCT. 

The  character  of  the  oil  used  during  the  official  tests  can  be  best 
appreciated  l>y  comparing  it  with  the  average  grade  of  the  crude 


BUREAU    OF    STEAM    ENGINEERING.  69 

product.  The  changes  wrought  by  the  refining  process  can  thus  be 
clearly  seen  by  comparing  the  analyses  of  the  crude  Beaumqnt  product 
and  that  used  in  the  experiments. 

.  1  milt/sis  of  Beaumont  crude  oil, 

Per  cent. 

Carbon  (C) 84.60 

Hvdrogen  (H ) 10.  90 

Sulphur  (S) 1-63 

Oxygen  (O) 2.87 

The  amount  of  sulphur  in  different  samples  of  the  crude  Beaumont 
oil  varies  from  2  to  3  per  cent. 

Calorific  value  per  pound  of  combustible B.  T.  U . .  19, 060 

Specific  gravity 0. 924 

Flash  point degrees  Fahrenheit. . 

Fire  point do 200 

On  distillation  at  atmospheric  pressure  to  524°  F.  it  was  found 
that  the— 

Degrees  Fahrenheit. 

First  10  per  cent  passed  over  below 

Second  10  per  cent  passed  over  between , 428  and  485 

Third  10  per  cent  passed  over  between 485  and  524 

Fourth  10  per  cent  passed  over  between 524  and  554 

ANALYSIS   OF     OIL    USED    BY    LIQUID-FUEL    BOARD    AS     DETERMINED    BY    THE    CHEMIST   OP 
THE   NAVY-YARD,  NEW  YORK. 

On  distillation  at  atmospheric  pressure  to  680°  F.  it  was  found 
that  with  the  oil  used  during  the  tests. 

Degrees  Fahrenheit. 

First  10  per  cent  passed  over  between 216  and  482 

Second  10  per  cent  passed  over  between 482  and  523 

Third  10  per  cent  passed  over  between 523  and  552 

Fourth  10  per  cent  passed  over  between 552  and  680 

This  oil  showed  on  analysis  to  be  composed  of  the  following 
constituents: 

Per  cent. 

Carbon  (C) '..83.26 

Hydrogen  (H ) u _ 12.  41 

Sulphur  (S) 50 

Oxygen  (O) 3.  83 

The  sulphur  was  determined  by  oxidation  with  fuming  nitric  acid  in 
an  open  capsule. 

Specific  gravity  at  60°  F 0.926 

Flash  point degrees  Fahrenheit. .      216 

Fire  point    do 240 

Vaporization  point I do 142 

-Loss  for  six  hours  at  212°  F per  cent. .  21.  65 

The  calorific  value  of  the  the  combustible,  calculated  on  the  analysis 
of  the  United  States  Chemist  by  Dulong's  formula,  viz: 

British  thermal  units=14500  C+62100  (H-0/8) 
=  19481 

These  analyses  show  that  nearly  all  the  sulphur  was  removed  from 
the  crude  petroleum. 

It  will  probably  be  best  to  continue  using  a  uniform  grade  of  oil  for 
some  time,  so  that  comparisons  can  be  made  of  the  burners  as  well  as 


70  BUREAC    OF    STEAM    ENGINEERING. 

the  efficiency  and  advantages  of  the  various  methods  of  atomizing  the 
combustible. 

CONDITIONS   BETWEEN   THE   COMBUSTION   CHAMBER   AND   SMOKESTACK. 

The  temperatures  in  the  base  of  the  stack  were  remarkably  free 
from  the  rapid  fluctuations  that  characterized  the  coal-burning  trials. 
There  was  no  naming  in  the  stack  except  during  the  last  two  hours  of 
the  eighth  test,  and  even  then  the  fluctuations  of  temperature  were 
absent.  This  was  a  test  where  everything  was  forced  to  the  utmost, 
and  therefore  unusual  conditions  prevailed.  The  stack  temperatures 
were  noted  by  a  Tagliabue  mercury-nitrogen  thermometer.  It  was 
used  without  mishap  throughout  the  series  of  trials.  Advantage  was 
taken  of  the  constancy  of  the  stack  temperature  to  check  the  readings 
of  a  Brown  quick-reading  pyrometer.  The  pyrometer  was  afterwards 
used  in  the  furnace  and  elsewhere  to  record  temperatures  that  were 
not  excessive.  For  temperatures  higher  than  1,(>00  F.  a  platinum- 
rhodium  electric  pyrometer  was  used.  The  measurements  secured 
with  this  instrument  show  a  maximum  furnace  temperature  of  2,200° 
F.  for  both  natural  and  forced  draft  conditions. 

The  draft  pressures  were  measured  at  the  same  points  as  in  the  series 
of  coal-burning  tests,  and  the  average  readings  are  shown  diagramatic- 
ally  in  tig.  10. 

As  an  aid  to  the  proper  regulation  of  the  supply  of  oil  and  air  to  the 
burners,  a  mirror  was  so  placed  that  the  man  in  charge  of  the  fire  room 
could  quickly  note  the  color  of  the  gases  that  issued  from  the  top  of  the 
stack.  The  board  considered  it  of  great  importance  that  those  oper- 
ating an  oil-fuel  installation  should  possess  some  device  whereby  the 
condition  of  affairs  at  the  top  of  the  stack  can  be  immediately 
ascertained. 

After  considerable  study  and  discussion  it  was  decided  that  it  would 
be  best  to  give  each  burner  an  excess  of  oil,  and  this  would  be  shown 
by  the  smoke  issuing  from  the  stack.  Then  there  was  a  gradual  reduc- 
tion of  the  quantity  of  oil  until  just  a  faint  trace  of  smoke  could  be 
noticed. 

Provision  was  made  for  introducing  extra  air  at  the  sides  of  the 
furnace.  Holes  were  cut  8  inches  by  1£  inches  through  the  side  walls, 
on  a  level  with  the  furnace  floor  and  close  to  its  back  wall.  A  flue  was 
built  of  loose  fire  brick  across  the  furnace  floor,  thus  connecting  the 
two  openings.  The  roof  of  the  flue  had  openings  between  the  bricks, 
thus  permitting  extra  air  to  be  introduced  where  the  combustion  was 
most  intense.  This  extra  air  supply  was  cut  off  during  the  natural 
draft  and  maximum  forced-draft  trials.  The  aggregate  area  of  all 
openings  for  the  admission  of  atmospheric  air  into  the  furnace  is  given 
in  the  detailed  report  of  each  trial. 


CHARACTER   OF   THE   INFORMATION    DESIRED. 


Before  attempting  to  test  the  relative  merits  of  individual  burners, 
the  board  sought  general  information  along  the  following  lines: 

The  evaporative  efficienc}^  of  oil  as  compared  with  coal  under  like 
conditions. 

The  degree  to  which  the  combustion  of  oil  could  be  forced  with  both 
steam  and  air  as  atomizers  when  using  both  natural  and  forced  draft. 

The  ability  of  a  hydrocarbon  burner  to  work  under  forced  draft 
conditions. 


BUREAU    OF    STEAM    ENGINEERING.  71 

The  liability  of  the  boiler  to  injury  when  using  oil  under  forced 
draft  conditions. 

The  amount  of  steam  or  air  requisite  for  atomizing  purjx 

The  degree  of  pressure  which  should  be  applied  when  steam  or  air 
was  used  as  the  atomizing  medium. 

The  etfect  of  preheating  the  air  necessary  for  combustion. 

The  time  required  to  train  men  to  operate  the  burners. 

The  best  means  of  reducing  the  noise  caused  by  the  numerous  but 
.iinute  explosions  within  the  furnace.  / 

The  attitude  of  the  firemen  as  regards  operating  an  oil  installation. 

EXPERIMENTAL   PLANT    THOROUGHLY    OVERHAULED   BEFORE   COMMENCING    LIQUID-FUEL 

TESTS. 

The  experimental  plant  was  not  turned  over  to  the  'Bureau  of  Steam 
Engineering  for  experimental  purposes  in  connection  with  the  liquid- 
fuel  tests  until  the  Oil  City  Boiler  Works  was  assured  that  the  Congress 
would  make  a  special  appropriation  for  this  purpose.  The  naval  appro- 
priation bill  having  become  a  law  July  3,  1902,  the  board  was  then 
informed  that  the  plant  was  at  its  disposal. 

The  test  of  June  27,  1902,  having  been  a  very  severe  one,  and  the 
casing  of  the  boiler  having  been  considerably  warped,  it  was  deemed 
necessary  thoroughly  to  overhaul  the  plant  before  commencing  the 
extended  series  of  tests  projected.  The  boiler  was  opened,  cleaned, 
and  thoroughly  examined.  The  baffling  bricks  were  renewed  where 
necessary.  As  these  bricks  were  of  particular  shape,  some  time 
elapsed  before  new  ones  could  be  secured.  The  casing  was  repaired, 
and  an  asbestos  lining  was  put  underneath  the  tire  bricks  of  the  fur- 
nace floor.  All  auxiliary  machinery  about  the  experimental  plant  was 
overhauled  and  put  in  order.  The  cylindrical-tank  boiler  received 
from  the  navy -yard,  New  York,  was  covered  with  a  nonconducting 
material.  The  necessary  platforms  for  holding  the  scales  and  tanks 
for  weighing  the  oil  and  water  required  for  this  extra  boiler  were 
installed  in  place.  The  request  was  also  made  that  several  warrant 
machinists  and  the  crew  of  a  small  naval  vessel  be  detailed  for  duty  in 
connection  with  the  tests. 

ENDURANCE   TEST   OF   116    HOURS. 

The  board  particularly  deemed  it  expedient  to  make  an  endurance 
test  of  the  plant.  (See  Table  6.)  A  test  of  this  nature  was  therefore 
conducted  for  a  continuous  period  of  116  hours.  The  torpedo  boat 
Gwin  was  ordered  from  the  Naval  Academy,  and  the  torpedo  boat 
Rodger s  from  Norfolk,  to  assist  in  the  experiments.  The  da}7  watch  of 
eight  hours  was  conducted  by  a  regular  crew  of  employees  of  the  Oil 
.  City  Boiler  Works,  although  all  the  data  during  this  period  was  taken 
by  observers  from  the  drafting-room  staff  of  the  Bureau  of  Steam 
Engineering.  The  crew  of  the  Gwin  operated  the  boiler  and  auxilia- 
ries during  half  the  night,  the  crew  of  the  Rodger*  taking  the  other 
night  watch  during  the  entire  test.  The  data  during  the  night  was 
taken  by  the  leading  petty  officers  of  the  two  torpedo  boats,  the  com- 
missioned and  warrant  officers  in  charge  of  the  respective  watches 
checking  and  verifying  the  data.  The  character  of  the  data  collected 
during  the  night,  compared  with  that  secured  during  the  day,  shows 
the  efficiency  of  the  crews  of  the  torpedo  boats  even  as  compared 


72  BUREAU    OF    STEAM    ENGINEERING. 

with  the  highly  trained  force  of  draftsmen  in  the  Bureau  of  Steam 
Engineering. 

The  test  was  conducted  under  the  general  supervision  of  the  oil-fuel 
board.  The  following  four  commissioned  officers  had  entire  charge  of 
the  crews  and  observers  during  successive  watches:  Lieut.  A.  M 
Procter,  United  States  Nav}^;  Lieut.  G.  S.  *Lincoln,  United  States 
Navy;  Lieut.  William  R.  White,  United  States  Navy;  Ensign  John 
Halligan,  jr.,  United  States  Nav}r.  These  officers  not  only  supervised 
the  work  of  the  entire  watch,  but  checked  and  counter-checked  the 
data. 

Four  warrant  machinists,  Messrs.  Steele,  Johnson,  Schreiber,  and 
Rowe  were  detailed  to  assist  the  commissioned  officers.  These  war- 
rant officers  were  placed  in  charge  of  the  fire  room. 
.  After  a  preliminary  run  for  the  purpose  of  training  officers  and 
crews  in  taking  data  and  operating  the  plant^the  test  was  commenced 
at  noon  on  August  4.  Experts  from  the  Oil  City  Boiler  Works  and 
from  the  fuel-oil  department  of  the  Standard  Oil  Company  were 
present  during  each  da}^  and  at  times  visited  the  plant  at  night.  The 
members  of  the  board,  the  commissioned  officers  in  charge  of  the 
watches,  the  warrant  machinists  in  the  fire  rooms,  as  well  as  the  enlisted 
force  of  the  torpedo  boats,  availed  themselves  of  the  opportunity  to 
secure  advice  and  assistance  from  these  experts,  who,  by  reason  of 
their  training,  experience,  and  opportunity  are  and  ought  to  be  par- 
ticularly well  posted  upon  the  subject.  After  the  first  day  it  was  sel- 
dom that  these  experts  even  offered  a  suggestion  as  to  operating  the 
burners.  They  declared  that  the  commissioned  officers  in  charge  of 
the  watch  and  the  warrant  machinists  took  such  interest  in  the  work 
and  had  so  quickly  grasped  the  salient  points  of  securing  complete 
combustion  that  it  was  best  to  turn  the  plant  completely  over  to  the 
direction  of  such  interested  parties. 

The  oil  burners  during  the  endurance  test  were  so  regulated  that 
they  consumed  about  830  pounds  of  oil  per  hour.  Although  the  data 
was  only  recorded  at  hourly  intervals  throughout  the  test,  the  e  were 
unofficial  readings  and  checks  made  between  the  hours,  thus  insuring 
uniformity  in  the  performance  of  the  boiler. 

At  10.40  p.  m.  on  August  5,  the  transformer  on  the  electric-light 
circuit  of  the  plant  was  burned  out,  it  having  been  overloaded  by  the 
extra  lights  installed  for  night  work.  Through  the  resoucef ulness  of 
the  officers  in  charge  of  the  test,  this  accident  did  not  interfere  with 
the  endurance  trial.  Candles  and  lanterns  were  quickly  obtained  from 
the  torpedo  boats,  so  that  the  appliances  could  continue  to  be  efficiently 
operated  and  the  regular  data  secured. 

The  smoke  issuingfrom  the  stack  was  quite  light  and  uniform  in  color. 
From  the  records  of  ten  observations  made  during  the  day  wutches  it 
appears  that  the  maximum  variation  was  from  0  to  1  by  Ringelmann's 
charts.  The  average  color  throughout  the  day  being  0.4. 

Temperatures  taken  with  a  platinum-rhodium  pyre  .neter  showed 
1,980°  F.  near  the  middle  of  the  furnace.  At  the  re  Diving  end  of 
the  combustion  chamber  the  temperature  was  1,900°  F 

Toward  the  end  of  the  test  the  water  in  the  boiler  became  very 
muddy.  It  should  be  stated  that  during  the  entire  endurance  trial  the 
boiler  was  fed  with  Potomac  River  water  that  had  not  been  filtered.  It 
might  also  be  stated  that  during  the  past  eighteen  months  the  experi- 
mental boiler  has  been  subjected  to  just  this  kind  of  work.  The  notes 


§ 


w 


Fio.  12.— INSTALLATION   OF   HAYES   BURNERS.     TEST  NO.  9. 


BUREAU    OF   STEAM    ENGINEERING.  73 

appended  to  the  coal  and  oil  tests  will  show  in  detail  the  treatment  the 
boiler  received.  Occasionally  the  gauge-glass  connections  would  get 
clogged  with  mud,  and  toward  the  end  or  the  endurance  test  it  was 
necessary  to  blow  steam  through  them  every  half  hour. 

Two  pieces  of  carbon  were  removed  from  the  vicinity  of  the  second 
burner  from  the  left;  one  piece  on  August  7  and  the  other  on  August  9. 
Each  piece  was  about  64  cubic  inches  and  was  caused  by  the  burner 
being  so  placed  as  to  permit  the  flame  to  impinge  on  the  brickwork  of 
the  front  furnace  wall. 

THE   HAYES   HYDROCARBON    BURNER. 

The  construction  of  this  burner  is  shown  in  fig.  11  and  the  manner 
of  its  installation  in  fig.  12.  Part  of  the  air  supply  is  introduced  at 
the  sides  of  the  furnace  near  the  back  wall.  It  men  passes  through 
heating  pipes  AA  to  the  pipe  B,  the  latter  extending  across  the  fur- 
nace just  inside  the  front  wall. 

The  burners  project  diametrically  through  the  pipe  ./?,  and  it  is 
contended  that  the  not  air  in  this  pipe  will  cause  the  oil  to  be  com- 
pletely gasified  before  it  escapes  from  the  burner  orifices.  There  is 
no  doubt  but  that  the  heating  of  the  air  is  a  direct  benefit.  Careful 
and  extended  experiments  will  have  to  be  made  to  show  whether  this 
heating  could  best  be  effected  as  in  the  Howden  system  of  forced 
draft,  or  by  a  simple  arrangement  of  pipes  which  receive  the  direct 
heat  of  the  furnace.  The  experience  of  simply  heating  the  pipes  dur- 
ing these  tests  would  rather  tend  to  show  that  this  arrangement  would 
not  have  much  endurance.  The  edges  of  the  holes  in  the  pipe  B  were 
found  somewhat  burned  upon  completion  of  the  official  test.  If  such 
impairment  could  occur  after  the  pipe  had  been  in  actual  service  about 
twenty  hours,  it  is  probable  that  very  little  endurance  can  be  expected 
of  such  an  installation  under  forced  draft  conditions. 

Two  preliminary  tests  were  made.  Some  representatives  of  the 
company  owning  the  burner  were  present  during  these  trials,  and  sug- 
gestions were  sought  of  these  men  who  were  supposed  to  have  expert 
knowledge  of  that  particular  appliance.  At  no  time  were  they  able  to 
secure  from  the  boiler  an  actual  evaporation  of  11  pounds  of  water. 
During  the  first  experimental  trial,  on  September  10,  it  was  manifest 
that  the  bulk  of  the  combustion  was  above  the  tubes  and  in  the  uptake 
and  stack.  In  consequence  of  this  loss  of  heat,  and  before  the  second 
unofficial  trial  was  attempted,  the  draft  opening  above  the  tubes  was 
reduced  in  the  proportion  of  16  to  10£.  This  caused  a  noticeable 
improvement.  It  should  be  stated  that  it  required  ten  days  for  the 
company  to  prepare  for  the  first  preliminary  trial.  Their  experts 
had  been  furnished  blue  prints  showing  in  detail  the  character  of  the 
•  experimental  plant,  also  the  position  and  arrangement  of  the  baffle 
plates  in  the  experimental  boiler.  Representatives  of  the  company 
had  also  been  permitted  to  witness  some  of  the  previous  tests.  The 
experience  with  this  company  has  now  caused  the  liquid -fuel  board 
to  compel  every  inventor  to  make  arrangements  whereby  he  can  install 
his  appliance  within  three  days. 

Steam  for  the  burners  was  supplied  from  an  independent  boiler  at  a 
uniform  pressure  of  90  pounds.  During  the  unofficial  trials  the  steam 
was  not  superheated,  the  inventor  haying  previously  maintained  that 
he  could  use  exhaust  steam  and  attain  the  object  desired.  It  might 
also  be  incidentally  stated  that  the  claim  was  made  that  one  single 


74  BUREAU    OF    STEAM    ENGINEERING. 

burner  would  consume  all  the  oil  that  would  be  required  for  even 
forced-draft  purposes. 

Oil  was  supplied  to  the  six  burners  during  the  unofficial  tests  at  a 
uniform  pressure  of  80  pounds.  Besides  the  air  introduced  through 
the  heating  tubes,  some  additional  air  was  admitted  through  what  were 
formerly  the  ash-pit  openings.  The  aggregate  area  of  these  ash-pit 
openings  was  about  60  square  inches. 

During  the  official  trial  (test  No.  9),  which  continued  for  six  hours, 
the  steam  for  the  burners  was  superheated.  There  was  fitted,  in  the 
opening  above  the  tubes  and  below  the  steam  drum  of  the  main  boiler, 
44  feet  of  1^-inch  pipe.  This  pipe  was  in  the  form  of  three  return 
bends.  Steam  from  the  cylindrical  tank  boilers  was  led  through  this 
pipe  and  thence  to  the  burners. 

The  leading  experts  of  the  company  did  not  attend  this  official  trial. 
The  mechanics  who  installed  the  burners,  however,  operated  these 
appliances  under  the  direction  of  the  warrant  machinists.  The  board 
was  informed  that  it  was  these  mechanics  who  operated  the  burners 
during  an  official  test  that  had  been  made  at  an  electric-light  station 
in  the  city,  where  it  was  claimed  that  there  had  been  evaporated  18 
pounds  of  water  per  pound  of  combustible.  It  is  needless  to  say  that 
no  such  results  were  secured  under  the  experimental  boiler. 

PROGRESSIVE   TESTS   WITH    BURNERS   USING   STEAM   FOR   ATOMIZING. 

These  tests  were  made  September  19,  20,  and  22.  One  of  the  spe- 
cial purposes  of  conducting  these  trials  was  to  ascertain  the  exact 
amount  of  steam  that  would  be  required  for  atomizing  the  oil.  Every 
possible  check  was  used  to  secure  trustworthy  data.  All  during  the 
trials  there  were  searches  for  leaks,  but  none  were  discovered. 

The  board  was  desirous  of  ascertaining  just  how  much  steam  was 
required  for  atomizing,  and  therefore  a  separate  boiler  was  installed 
for  generating  steam  for  this  purpose.  It  is  a  cylindrical  return-tube 
boiler  with  two  plain  cylindrical  furnaces.  This  boiler  is  piped  to 
furnish  steam  for  the  oil  burners,  and  has  no  other  steam  pipe  leading 
from  it.  The  opening  from  the  safety  valve  was  blanked.  This 
boiler  is  fitted  with  two  oil  burners  of  Oil  City  Boiler  Works'  design 
in  each  furnace,  these  burners  using  air  for  atomizing  purposes. 
After  steam  was  raised  one  burner  in  one  furnace  was  found  sufficient 
to  keep  the  steam  pressure  uniform. 

This  boiler  was  put  in  thorough  order  at  the  nav3T-yard,  New  York, 
and  carefully  made  tight  at  100  pounds  pressure.  During  the  oil- 
burning  test  great  care  was  taken  to  keep  both  the  water  level  and  the 
steam  pressures  in  this  boiler  uniform.  The  water  used  was  carefully 
weighed  in  a  separate  weighing  apparatus,  in  exactly  the  same  manner 
as  the  water  supplied  to  the  experimental  boiler. 

The  pressure  for  atomizing  purposes,  as  well  as  the  pressure  at 
which  the  oil  was  forced  to  the  burner,  was  increased  each  day.  It 
was  found  that  the  higher  the  pressure  the  greater  the  amount  of 
water  that  was  evaporated.  The  efficiency  was  also  slightly  greater 
as  higher  pressures  were  used.  The  percentage  of  steam  required  for 
atomizing  the  oil,  however,  also  slightly  increased  as  higher  pressures 
were  used. 

During  these  tests  deflectors  were  placed  in  the  ash-pan  openings,  so 
as  to  cause  the  air  to  be  drawn  up  near  the  burners,  thus  effecting 


I 


w 

ac 


Cd 


BUREAU    OF    STEAM    ENGINEERING.  75 

combustion  nearer  the  front  of  the  furnace.  The  average  percentage 
required  for  atomizing  purposes  was  about  4£  per  cent  of  the  entire 
evaporation. 

1  n  these  three  tests  the  side  burners  were  directed  toward  the  center 
of  the  furnace  more  than  heretofore  in  order  to  reduce  the  amount  of 
heat  absorbed  by  the  side  walls.  The  amount  so  absorbed  was  judged 
of  by  the  condition  of  glow  immediately  after  extinguishing  the  burn- 
ers. This  glow  of  the  side  walls,  and  also  of  the  back  and  bridge 
walls,  generally  showed  a  mure  intense  combustion  on  the  right  side 
of  the  furnace  than  on  the  left.  The  fact  that  the  steam  and  oil  con- 
nections to  the  burners  were  also  at  the  right  side  of  the  furnace  front 
suggests  the  desirability  of  proportioning  the  piping,  both  as  to  size 
and  location,  so  as  to  get  substantially  equal  pressure  at  all  burners. 

Before  making  further  tests  the  front  wall  of  the  furnace  was 
rebuilt  with  ferruled  openings  8  inches  in  diameter  for  the  burners. 
Ample  latitude  was  thus  allowed  for  the  angular  setting  of  the  burn- 
ers, and  there  was  also  opportunity  for  trying  the  effect  of  admitting 
air  around  the  burners. 

An  accident  to  the  engine  of  the  fan  blower  prevented  the  continu- 
ance of  these  trials  with  different  pressures  of  forced  draft.  It  should 
be  ascertained  just  how  much  steam  is  required  for  atomizing  pur- 
poses when  the  boiler  is  forced  to  its  utmost. 

The  board  deems  it  important,  when  opportunity  will  permit, 
to  make  an  extended  series  of  tests  with  steam  as  the  atomizing 
agent.  Fresh  water  can  be  secured  in  unlimited  quantities  at  nearly 
all  naval  stations,  and  it  might  not  be  a  difficult  matter  to  make 
arrangements  wherebj7  the  torpedo  boats  and  destroyers  could  be  fur- 
nished with  an  ample  supply  in  specially  constructed  tanks,  thus 
obviating  the  risk  of  being  compelled  to  feed  salt  water  into  the 
boilers. 

Even  if  compressed  air  should  be  used  on  the  torpedo  boats  as  the 
atomizing  agent,  an  accident  might  happen  to  the  compressor  plant 
which  would  compel  the  temporary  use  of  steam.  There  is  therefore 
an  urgent  necessity  to  secure  reliable  data  upon  the  subject  of  how 
;  much  steam  is  required  for  spraying  purposes  under  various  condi- 
tions of  natural  and  forced  draft/ 

THE   F.   M.   KEED   COMBINED    AIR   AND   STEAM   BURNER. 

One  preliminary  and  two  official  tests  were  made  with  this  burner, 
whose  construction  is  shown  in  fig.  14.  The  "from  and  at"  evapora- 
tion during  the  first  official  experiment  fell  short  of  the  best  yet 
attained  in  these  trials  (test  No.  3)  b€y  only  about  one-half  of  1  per 
cent.  On  the  other  hand,  the  amount  of  steam  consumed  in  spraying  the 
oil  was  excessive,  being  about  1  pound  of  steam  per  pound  of  oil,  or  sev- 
eral times  as  much  as  in  test  No.  3.  Apart  from  any  question  of  furnace 
efficiency,  the  board  considers  that  the  combined  use  of  both  air  and 
steam  in  the  burners  is  undesirable.  Such  an  installation  involves 
unnecessary  expense  and  complication  and  requires  much  more  skill 
and  attention  in  the  adjustment  and  manipulation  of  the  burners. 

The  board  gave  particular  attention  to  watching  the  operation  of 
this  burner,  since  it  is  desirous  of  securing  definite  information  upon 
the  subject  as  to  whether  or  not  it  was  advantageous  to  use  a  combina- 
tion of  both  air  and  steam  as  the  atomizing  agent.  The  inventor  per- 


76  BUEEAU    OF    STEAM    ENGINEEEING. 

sonally  operated  the  burner,  and  every  effort  was  made  to  reduce  the 
amount  of  air  and  steam  used  for  spraying  purposes. 

It  is  by  a  process  of  eliminating  undesirable  classes  of  burners  that 
the  best  form  can  be  secured,  and  therefore  the  board  has  no  hesitation 
in  stating  that  further  experimentation  with  the  combined  air  and 
steam  burner  should  not  be  made. 

THERMAL   EFFICIENCY    NOT   INCREASED   BY   THE   USE   OF  STEAM. 

There  is  quite  a  widespread  misconception  regarding  the  part  that 
the  steam  which  is  used  for  atomizing  purposes  plays  in  effecting  com- 
bustion. It  is  supposed  by  many  that  after  atomizing  the  oil  the  steam 
is  decomposed  and  that  the  hydrogen  and  carbon  are  again  united,  thus 
producing  heat  and  adding  to  the  heat  value  of  the  fuel.  While  it  may 
be  true  that  the  presence  of  steam  may  change  the  character  and  sequence 
of  the  chemical  reaction,  and  result  in  the  production  of  a  higher  tem- 
perature at  some  part  of  the  flame,  such  an  advantage  will  be  offset  by 
lower  temperatures  elsewhere  between  the  grate  and  the  base  of  the 
stack.  All  steam  that  enters  the  furnace  will,  if  combustion  is  com- 
plete, pass  up  the  stack  as  steam,  also  carrying  with  it  a  certain  quan- 
tity of  waste  heat.  The  amount  of  this  waste  heat  will  depend  upon 
the  amount  of  steam  and  its  temperature  at  entrance  of  the  furnace. 
The  quantity  of  available  heat,  measured  in  thermal  units,  is  undoubtedly 
diminished  by  the  introduction  of  steam.  In  an  efficient  boiler  it  is 
quantity  of  heat  rather  than  intensit}T  that  is  wanted.  For  many 
manufacturing  purposes  intensity  of  heat  may  be  of  primary  impor- 
tance, but  in  a  marine  steam  generator  a  local  intense  heat  is  objection- 
able on  other  grounds  than  those  of  economy,  viz,  its  liability  to  cause 
leaky  tubes  and  seams  from  the  unequal  expansion  of  heating  surfaces. 


INFORMATION    ALREADY    OBTAINED. 


It  is  believed  that  expert  engineers  will  be  able  to  make  important 
deductions  from  the  trustworthy  data  that  has  been  so  carefully  col- 
lected. The  tables  should  be  carefull3T  studied  in  connection  with  the 
information  secured  during  the  coal  tests,  and  the  board  enjoins  that 
the  two  reports  be  studied  together. 

The  following  information  has  undoubtedly  been  secured: 

(a)  That  oil  can  be  burned  in  a  very  uniform  manner. 

(b)  That  the  evaporative  efficiency  of  nearly  every  kind  of  oil  per 
pound  of  combustible  is  probably  the  same.     While  the  crude  oil  may 
be  rich  in  hydrocarbons,  it  also  contains  sulphur,  so  that,  after  refining, 
the  distilled  oil  has  probably  the  same  calorific  value  as  the  crude 
product. 

(c)  That  a  marine  steam  generator  can  be  forced  to  even  as  high  a 
degree  with  oil  as  with  coal. 

(d)  That  up  to  the  present  time  no  ill  effects  have  been  shown  upon 
the  boiler. 

(e)  That  the  firemen  are  disposed  to  favor  oil,  and  therefore  no 
impediment  will  be  met  in  this  respect. 

(f)  That  the  air  requisite  for  combustion  should  be  heated  if  possi- 
ble before  entering  the  furnace.     Such  action  undoubtedly  assists  the 
gasification  of  the  oil  product. 

(g)  That  the  oil  should  be  heated  so  that  it  could  be  atomized  more 
readilv. 


BUREAU    OF    STEAM    ENGINEERING.  77 

(h)  That  when  using  steam  higher  pressures  are  undoubtedly  more 
(advantageous  than  lower  pressures  for  atomizing  the  oil. 

(i)  That  under  heavy  forced-draft  conditions,  and  particularly  when 
steam  is  used,  the  board  has  not  yet  found  it  possible  to  prevent  smoke 
from  issuing  from  the  stack,  although  all  connected  with  the  tests 
i  made  special  efforts  to  secure  complete  combustion.  Particularly  for 
naval  purposes  is  it  desirable  that  the  smoke  nuisance  be  eradicated 
I  in  order  that  the  presence  of  a  war  ship  might  not  be  detected  from 
i  this  cause.  As  there  has  been  a  tendency  of  late  years  to  force  the 
!  boilers  of  industrial  plants,  the  inability  to  prevent  toe  smoke  nuisance 
i  under  forced-draft  conditions  may  have  an  important  influence  upon 
I  the  increased  use  of  liquid  fuel. 

(j)  That  the  consumption  of  liquid  fuel  can  not  probably  be  forced 
;o  as  great  an  extent  with  steam  as  the  atomizing  agent  as  when  corn- 
Dressed  air  is  used  for  this  purpose.     This  is  probably  due  to  the  fact 
ihat  the  air  used  for  atomizing  purposes,  after  entering  the  furnace, 
supplies  oxygen  for  the  combustible,  while  in  the  case  of  steam  the 
rarefied  vapor  simply  displaces  air  that  is  needed  to  complete  combustion, 
(k)  That  the  efficiency  of  oil  fuel  plants  will  be  greatly  dependent 
upon  the  general  character  of  the  installation  of  auxiliaries  and  fittings, 
nd  therefore  the  work  should  only  be  intrusted  to  those  who  have 
•iven  careful  study  to  the  matter,  and  who  have  had  extended  experi- 
nce  in  burning  the  crude  product.     The  form  of  the  burner  will  play 
very  small  part  in  increasing  the  use  of  crude  petroleum.     The 
method  and  character  of  the  installation  will  count  for  much,  but 
where  burners  are  simple  in  design  and  are  constructed  in  accordance 
with  scientific  principles  there  will  be  very  little  difference  in  their 
•efficiency.     Consumers  should  principally  look  out  that  they  do  not 
purchase  appliances  that  have  been  untried  and  have  been  designed  by 
persons  who  have  had  but  limited  experience  in  operating  oil  devices. 

NECESSITY   OP   PERMITTING    UNOFFICIAL   OR   PRELIMINARY   TRIALS. 

Between  the  several  official  tests  there  are  invariably  conducted  a 
number  of  unofficial  trials,  and  by  reason  of  this  experimentation  val- 
lable  suggestions  are  received.  Those  who  have  received  permission 
x>  install  their  appliance  find  that  it  is  quite  a  different  matter  to  apply 

to  a  boiler  that  is  capable  of  developing  2,000  horsepower  from 
what  it  was  to  install  it  on  some  boiler  that  supplied  steam  to  a  small 
essel  or  medium-sized  manufacturing  plant. 

Up  to  the  present  time  no  firm  has  been  able  to  tell  the  board  the 
Dest  manner  in  which  their  device  should  be  operated.  In  fact,  the 
ietails  of  installation  of  every  burner  yet  tested  are  quite  different 
vhen  completed  from  that  projected  at  the  beginning  of  the  test.  The 
wo  or  three  days  that  are  given  to  experimental  trials  invariably 
nirnish  surprises  to  the  inventor.  Probably  no  better  illustration 
>,ould  be  given  of  the  lack  of  definite  knowledge  in  regard  to  the  cor- 
rect way  of  operating  burners  than  has  been  shown  during  these 
ixperiments.  The  experience  of  the  board  in  this  particular  respect 
hows  the  necessity  of  having  some  disinterested  experts  conduct  an 
extended  series  of  tests  to  determine  the  guiding  principles  which 
should  be  followed  in  the  burning  of  liquid  fuel.  There  has  been 
;ufficient  evidence  already  produced  to  prove  that  in  all  probability 
pecial  forms  of  burner  will  be  required  for  different  types  of  boilers. 


78  BUREAU    oi    STEAM    ENGINEERING. 

It  can  hardly  be  expected  that  a  burner  which  could  do  efficient  and 
economical  work  in  some  small  steam  generator  would  be  equally 
applicable  to  the  largest  steam  generators  of  the  marine  type. 

In  noting  the  evaporative  efficiency  secured,  it  should  be  remem- 
bered that  the  experimental  boiler  was  designed  for  actual  Navy  con- 
ditions, and  that  the  limitations  prescribed  by  the  Department  as  to 
height,  weight,  and  floor  space  were  of  a  severe  nature.  There  is  not 
only  considerable  radiation  from  the  boiler,  but  the  proportion  of 
heating  to  grate  surface  is  not  as  large  as  in  land  boilers.  Taking 
these  facts  into  consideration,  the  results  are  exceedingly  satisfactory. 
The  engineering  world  is  looking  for  comparative  results  from  the 
series  of  tests  that  are  now  being  conducted,  and  trustworthy  infor- 
mation in  this  respect  will  be  furnished. 

AN  OIL  INSTALLATION  SHOULD  BE  FITTED  TO  BOILERS  OF  SEVERAL  TORPEDO  BOATS. 

The  information  and  data  already  secured  warrants  the  immediate 
installation  of  oil-fuel  appliances  on  two  torpedo  boats  and  two 
torpedo-boat  destroyers,  to  test  the  adaptability  for  use  with  water- 
tube  boilers  of  bent-tube  type.  The  installation  could  be  effected  on 
boats  of  similar  character,  so  that  an  earnest  but  friendly  rivalry  would 
be  created  between  the  crews  of  the  several  vessels.  There  will  come 
development  and  success  by  boldly  equipping  several  boats  with  dif- 
ferent types  of  installation.  The  morale  of  the  torpedo-boat  flotilla 
can  be  strengthened  in  no  better  way  than  by  experimenting  along 
this  line. 

In  all  probability  but  one  or  two  of  the  bent-tube  types  of  boilers 
fitted  in  our  torpedo  boats  or  destroyers  will  burn  oil  efficiently,  unless 
extensive  baffling  is  resorted  to  in  the  furnaces  so  as  to  direct  the 
products  of  combustion  among  the  tubes.  Extended  tests  should  be 
made  with  torpedo  boats,  to  find  out  the  best  means  of  securing 
effective  baffling. 

SOME   JUNIOR   OFFICERS    OF   THE    LINE    SHOULD    ACCOMPANY   LIQUID-FUEL    BOARD   ON 

INSPECTION   TRIPS. 

If  the  Department  should  decide  to  authorize  the  installation  of  oil- 
fuel  appliances  on  several  torpedo  boats,  then  a  number  of  the  officers 
who  are  eventually  to  command  these  boats  should  be  detailed  for 
temporary  duty  in  connection  with  the  liquid-fuel  board.  Two  or 
three  months  of  such  duty  would  give  them  .practical  experience  which 
would  be  of  inestimable  value  in  the  conduct  of  their  future  w^ork. 
These  junior  officers  should  also  be  given  the  opportunity  of  inspect- 
ing installations  on  merchant  ships,  as  well  as  the  privilege  of  visiting 
establishments  on  shore  where  liquid  fuel  is  the  sole  combustible  for 
generating  the  motive  power. 

The  board  has  been  greatly  impressed  with  the  necessity  of  keeping* 
in  close  touch  with  experts  throughout  the  country  who  are  making  a 
particular  study  of  this  subject.  The  information  secured  by  making 
careful  inspection  of  efficient  installations  and  by  personal  interviews 
with  recognized  authorities  upon  the  subject  can  hardly  be  overesti- 
mated. It  is  hoped  that  it  will  be  compatible  with  the  interests  of  the 
Department  to  permit  some  junior  officers  of  the  line  to  accompany 
the  board  on  every  such  inspection,  for  the  resulting  benefits  to  the 
naval  service  would  be  very  great. 


WKKAU    OF    STEAM    KNCHNI  79 

\\    EFFICIENT    EXPERIMENTAL  CKK\V    SKCITRBD. 

The  experience  of  the  past  two  months  has  undoubtedly  caused  the 
crew  of  the  torpedo  boat  Rodger*  to  be  well  trained  in  the  handling 
and  operating  ot  oil-fuel  devices.     This  crew  lias  been  so  well  drilled 
and  has  been  so  receptive  for  information  that  they  can  now  quickly 
tell  whether  the  burners  are  efficiently  or  properly  regulated.      I>\ 
noting-  the  character  and  length  of  the  name,  the  color  of  the  escaping 
rases  from  the  chimney,  the  condition  of  affairs  in  the  furnace  and 
combustion  chamber  as  observed  through  the  sight  holes,  the  roar  of 
;he  air  as  combustion  takes  place,  and  the  appearance  of  the  bridge 
wall,  they  can  quickly  adjust  the  several  valves  and  secure  the  best 
)ossible  results.    The  efficiency  of  the  crew  in  this  respect  has  been  due 
n  great  part  to  the  zeal,  intelligence,  and  ability  of  the  commanding 
officer  of  the  boat,  Ensign  John  Halligan,  jr. 

THE  EXPERIMENTS  SHOULD  BE  CONDUCTED  ENTIRELY  BY  PERSONS  WITHIN  THE  NAVY. 

The  board  desires  to  state  that  these  experiments  can  not  be  con- 
ducted to  the  best  interest  of  the  service  without  the  aid  of  a  Navy 
rew  of  liremen  and  observers.     It  is  essential  that  the  board  should 
>e  able  to  call  upon  such  crew  for  either  day  or  night  work.     While 
most  of  the  official  tests  are  only  of  eight  hours'  duration,  it  requires 
several  hours  properly  to  warm  up  the  boiler  arid  get  things  in  good 
running  shape.     Then  it  requires  one  or  two  hours  after  the  com  pie- 
ion  of  the  test  to  secure  the  plant  and  guard  against  fire. 

A  civilian  crew  will  only  work  eight  hours,  and  then  at  stated  inter- 
rals.     They  demand  extra  compensation  for  overtime,  and  it  is  no  easy 
matter  to  get  them  to  stand  up  to  forced-draft  conditions,  particularly 
when  the  higher  air  pressures  are  used.     A  crew  of  firemen  that  is 
changed  from  day  to  day,  and  who  are  apprehensive  of  their  personal 
safety  when  forced-draft  trials  are  made,  can  not  be  interested  in  the 
work.     The  experiences  of  the  Oil  City  Boiler  Works  for  over  a  year 
n  the  conduct  of  the  coal  experiments  show  excessive  trouble,  annoy- 
ance, expense,  and  delay,  arising  from  attempting  to  use  such  employees 
n  experimental  research. 

The  experimental  crew  must  be  under  military  control  and  disci- 
)line,  and  this  can  only  be  secured  by  having  some  regular  vessel  of 
he  Navy,  regularly  in  commission,  assigned  to  duty  in  connection 
with  the  experimental  board. 

The  data  submitted  will  best  tell  the  work  done  during  the  past  three 
iionths.     Every  member  of  the  board  has  other  duties  to  perform, 
'n  the  collection  of  such  data  it  is  the  character  and  quality  rather  than 
he  quantity  which  the  engineering  world  desires.     From  this  time 
brward  it  can  be  expected  that  the  experiments  can  be  conducted  with 
greater  rapidity,  providing,  of  course,  the  board  can  have  the  service 
f  a  trained  Navy  crew  to  work  the  experimental  plant. 
Very  respectfully, 

JOHN  R.  EDWARDS, 
Lieutenant- Commander,  U.  S.  Navy. 

WYTHE  M.  PARKS, 
Lieutenant- Commander,  17.  S.  Navy. 

FRANK  H.  BAILEY, 
Lieutenant- Commander,  U.  S.  Navy. 
The  CHIEF  OF  THE  BUREAU  OF  STEAM  ENGINEERING. 


80 


BUREAU    OF    STEAM    ENGINEERING. 


No.  1. — Test  of  oil  fuel  in  a  Holienstein 
[Six  hours  duration  with  forced 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Oil- 
spray- 
ing air 
pres- 
sure per 
square 
inch. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 

tire 
room  . 

Gases 
at  base 
of 
stack. 

11  a  m               ... 

Lftft 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
120 
112 
112 
110 
122 
122 
120 
112 
118 
120 
120 
118 
123 
124 
122 
126 
122 
120 
128 
129 
124 
124 
121 
124 
125 

Deg.  F. 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
302 
302 
303 
304 
302 
303 
304 
304 
304 
304 
304 
304 
303 
304 
304 
304 
303 
304 
302 
303 
303 
304 
303 
303 
304 

0.982 
.983 
.983 
.984 
.982 
.983 
.984 
.984 
.984 
.984 
.934 
.984 
.983 
.984 
.984 
.984 
.983 
.984 
.983 
.983 
.983 
.984 
.983 
.983 
.984 

I'M. 

2.125 
1.75 
2.5 
3.5 
2.75 
1.75 
2 
3 
2.13 
2.  75 
2.75 
3 
2.  25 
2.25 
2.5 
•1 
2.75 
2.13 
2.13 
2.13 
2.13 
2.13 
2.13 
2.13 
2.125 

Deg.F. 

M 

Deg.  F. 
117 
118 
116 
118 
119 
119 
120 
121 
121 
122 
122 
122 
122 
122 
122 
122 
122 
122 
122 
122 
122 
122 
124 
123 
124 

Deg.F. 

Lbs. 
3.20 
3.11 
3.14 
3.23 
3.17 
3.17 
3.23 
3.23 
3.23 
3.17 
3.11 
3.23 
3.23 
3.17 
3.23 
3.23 
3.23 
3.23 
3.23 
3.23 
3.23 
3.23 
3.23 
3.17 
3.17 

11  15  a  m 

663 

11  30  a  m 

11  45  am        

705 

12  m 

86 

12  15  p  m 

709 
........ 

12.30  p.  m  



12  45  p  m 

1pm 

86 

1.15  p.  m  

715 

1.30  p.  m  

1  45  p  m 

712 

86 

2.15  p.  m  

2  30  p  m 

711 

2  45  p  m 

714 
"766"" 

3pm 

86 

3  15  p  m 

3  30  p  m 

3  45  p.  m  .   . 

""s.V" 

690 

4pm 

4  15  p  m 

704 

4  30  p  m 



4  45  p  m 

709 

5pm 

85 

Average  

275 

120.  7 

9831    S5.4 

121 

704.6 

3.20 

State  of  weather,  bright  sun,  clear  sky. 

Barometer  at  noon,  30.02  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  fan  blower,  327  per  minute. 

Revolutions  of  Root  blower,  126  per  minute. 

Draft  openings  into  furnace,  666  square  inches. 

9.10a.m.:  Two  middle  burners  lighted.    Root  blower  driven  by  steam  from  small  independent 

10.05  a.  m.:  Steam  pressure  in  main  boiler,  100  pounds.  All  auxiliary  machinery  ,begun  to  be  driven 
by  steam  from  main  boiler.    All  six  burners  alight. 
Smoke  very  uniform  and  much  thinner  than  corresponds  to  chart  No.  1. 


BUREAU    OF    STEAM    ENGINEERING. 

water-tube  marine  boiler  June  11, 
draft,  using  air  buniers.] 


81 


Draft  air  pressures  in  inches  of  water. 

Flue  gases. 

Oil. 

Water. 

Fire 
room. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

CO2. 

O. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed  per 
hour. 

Total 
weight 
fed. 

1.20 
1.20 
.20 
.20 
.25 
.30 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.30 
.30 
.30 
.30 
.30 
1.30 
1.30 
1.30 
1.30 
1.30 
1.30 
1.30 

0.80 
.80 
.80 
.80 
.85 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.75 
.80 
.75 
.75 
.75 
.75 
.75 
.75 
.75 
.75 
.75 
.75 

0.60 
.60 
.60 
.65 
.65 
.65 
.60 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 
.65 

0.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 
.25 

-0.45 
45 

* 

- 

% 

Lbs. 
0 

Lbs. 
0 

Lbt. 
0 

Lbs. 
0 

6.8 

8.2 

(?) 

-  .50 
-  .45 
-  .45 
-  .45 
50 

7.4 

8.3 

(?) 

1,769 

1,769 

19,406 

19,406 

7.6 

9.2 

0.4 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
-  .50 
.45 

7 

8.6 

1.8 

1,819 

3,588 

20,023 

39,429 

7.1 

9.3 

1.4 

7.1 

9 

1.3 

1,776 

5,364 

19,990 

59,419 

7.1 

8 

2 

-  .50 
-  .50 
50 

6.8 

7.4 

2.6 

1,777 

7,141 

20,000 

79,419 

-  .50 
.50 

6.6 

8.8 

1.3 

-  .50 
-  .50 
50 

6.3 

9.8 

1.7 

1,705 

8,846 

18,823 

98,242 

6.8 

9 

1.7 

-  .50 
-  .50 
-  .50 

7 

9.6 

.8 

1,738 

10,584 

19,  734 

117,  976 

1.27 

.78 

.642 

.25 

-  .488 

6.97 

8.77 

1.5 

1,764 

19,  663 

5  p.  m.:  The  floor  of  the  furnace  is  badly  warped  from  the  heat.  The  floor  consists  of  one  layer  of 
fire  brick  on  wrought-iron  floor  plates  on  wooden  sleepers  with  dirt  rammed  between  the  sleepers. 
The  floor  of  furnace,  back  wall  of  same,  and  first  two  baffles  are  red  hot.  There  are  two  disk-like 
accumulations  of  red-hot  carbon  on  the  back  wall.  The  middle  and  larger  one  is  about  15  inches  in 
diameter. 

Next  day:  The  disk  of  carbon  has  been  removed  and  examined.  Structurally  the  carbon  is  indis- 
tinguishable from  coke.  The  shape  is  that  of  a  crater,  5  inches  thick  around  the  edges  and  2  inches 
thick  in  the  center.  The  larger  crater  was  opposite  the  middle  burners.  A  smaller  one  was  opposite 
the  left-hand  burners  and  there  was  practically  none  opposite  the  right-hand  burners.  Evidently  a 
very  slight  difference  of  conditions  will  cause  or  prevent  their  formation. 


6939—02 6 


82 


BUREAU    OF   STEAM    ENGINEERING. 


No.  2. — Test  of  oil  fuel  in  a  Hohenstein 
[Fo  ur  hours  duration  with 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Oil 
spray- 
ing air 
pres- 
sure per 
square 
inch. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

11.30  a.  m  

Lbs. 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
104 
106 
100 
102 
102 
103 
102 
102 
102 
104 
108 
102 
102 
104 
105 
102 
.  104 

Deg.  F. 
402 
402 
402 
402 
404 
404 
403 
402 
402 
402 
402 
402 
403 
402 
402 
402 
402 

Deg.  F. 
297 
301 
302 
302 
302 
303 
300 
296 
296 
301 
296 
301 
302 
299 
300 
300 
278 

0.980 
.982 
.982 
.982 
.982 
.982 
.981 
.979 
.979 
.982 
.979 
.982 
.982 
.981 
.981 
.981 
.969 

Ins. 
1.125 
1.13 
1.13 
2.5 
1.13 
1.5 
1.5 
1.13 
1.13 
2 
1.13 
1.5 
1.75 
1.75 
1.5 
2 
2.125 

Deg.  F. 

82 

Deg.  F. 
112 
114 
116 
118 
118 
119 
120 
122 
123 
124 
124 
125 
125 
126 
126 
126 
127 

Deg.  F. 

Lbs. 
4.63 
4.63 
4.50 
4.26 
3.16 
4.50 
4.63 
4.87 
4.87 
4.87 
4.87 
4.87 
4.87 
4.87 
4.69 
4.87 
4.63 

11.45  a.  m  

785 

12m 

12  15  p  m 

775 

12.30  p.  m  

86 

12.45  p.  m  

775 

1  15  p  m 

275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

787 

1.30  p.  m  

86 

1  45  p.  m 

795 

2pm 

2.15  p.  m  

770 

2  30  p  m 

88 

2  45  p  m 

760 

3  15  p.  m  . 

770 

3  30  p  m 

88 

Average  

275 

103.2 

.980 

86 

121.  5 

779 

4.62 

State  of  weather,  bright  sun,  clear  sky. 
Barometer  at  noon,  30  inches. 
Kind  of  fuel,  Beaumont  oil. 
Revolutions  of  fan  blower,  423  per  minute. 
Revolutions  of  Root  blower,  179  per  minute. 
Draft  openings  into  furnace,  666  square  inches. 
9.15  a.  m.:  Lighted  two  middle  burners. 

10.07  a.  m.:  Pressure  begins  to  show  on  main  boiler  steam  gauge. 

10.30  a.  m.:  100  pounds  pressure  in  main  boiler.    Oil-spraying  air  pressure,  1.75  pounds. 
10.35  a.  m.:  All  six  burners  alight.    All  auxiliaries  driven  by  main  boiler  steam.    Oil-spraying  air 
pressure,  2.8  pounds. 

10.38  a.  m.:  270  pounds  pressure  in  main  boiler. 
11.30  a.  m.:  Test  begins. 


BUREAU    OF    STEAM    ENGINEERING. 


ir<ttt'i'-tnl»'  iiKirnn-  lull,  I-  June  12,  1902. 
forced  draft,  using  air  burners.] 


Draft  air  pressures  in  inches  of  water. 

Flue  gases. 

Oil. 

Water. 

Fire 
room. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 
stack. 

C02. 

O. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed  per 
hour. 

Total 
weight 
fed. 

2.25 
2.25 
2.25 
2.25 
2.30 
•1.  :ir> 
2.35 
2.35 
2.35 
2.35 
2.35 
2.30 
2.30 
2.30 
2.30 
2.30 
2.30 

.60 
.60 
.60 
.50 
.50 
.50 
.50 
.50 
.50 
.50 
.55 
.55 
.55 
.55 
.55 
1.60 
1.60 

1.50 
1.50 
1.40 
1.35 
1.35 
1.40 
1.40 
1.40 
1.40 
1.35 
1.35 
1.35 
1.35 
1.35 
1.35 
1.35 
1.35 

0.90 
.90 
.80 
.80 
.85 
.85 
.85 
.85 
.85 
.80 
.80 
.80 
.80 
.80 
.80 
.80 
.80 

-0.50 
50 

* 

i 

0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

6.8 

9 

1.2 

-  .50 
50 

7.1 

8.6 

i.8 

-  .50 
-  .50 
50 

2,396 

2,396 

25,  216 

26,216 

6.5 

8.7 

1.4 

-  .50 
-  .50 
-  .50 
-  .50 
50 

7.3 

9.2 

.8 

2,300 

4,696 

24,217 

49,433 

7.3 

'  8 

1.8 

6.9 

8.5 

1.6 

-  .50 
-  .50 
-  .50 
-  .50 
-  .50 

2,301 

6,997 

24,361 

73,794 

6.9 

10.5 

.6 

6.9 

11.1 

.4 

2,183 

9,180 

23,  134 

96,928 

2.31 

1.55 

1.38 

.83 

-  .50 

6.96 

9.2 

1.2 

2,295 

24,232 

12.30  p.  m.:  The  casing  of  the  Root  blower  being  rather  warm  some  one  thought  to  cool  it  by  play- 
ing a  hose  on  it.  The  result  was  that  the  casing  got  very  hot,  the  speed  of  the  Root  blower  was 
reduced,  and  the  oil-spraying  air  pressure  fell  to  about  2  pounds.  Under  these  conditions,  which 
lasted  about  ten  minutes,  the  smoke  from  the  stack  was  very  dense.  Normal  conditions  were  quickly 
restored  by  lubricating  the  blower  impellers  with  graphite. 

1.30  p.  m.:  There  is  a  red  hot  area  of  about  30  square  inches  on  the  outside  of  the  boiler  casing  oppo- 
site the  tube  chamber.  The  bulging  out  of  the  casing  allows  the  hot  gases  to  take  a  short  cut  from 
the  combustion  chamber,  which  is  lined  with  fire  brick,  to  the  tube  chamber,  which  is  lined  with 
magnesia. 

3.10  p.  m.:  The  red  hot  area  has  increased  to  about  1  square  foot. 

3.30  p.  m.,  end  of  test:  There  is  a  carbon  crater  12  inches  in  diameter  on  the  back  wall  opposite  the 
central  burners  and  one  25  inches  in  diameter  opposite  the  left-hand  burners.  None  opposite  the 
right-hand  burners.  The  smoke  during  this  test  averaged  about  £  by  Ringelmann's  charts. 


84 


BUREAU    OF    STEAM    ENGINEERING. 


No.  3. — Test  of  oil  fuel  in  a  Hohenstein 
[Eight  hours  duration  with 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
lire 
room. 

Gases 
at  base 
of 
stack. 

Air 
from 
Root 
blower. 

9am 

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

"&* 

130 
130 
134 
122 
130 
130 
128 
140 
125 
130 
124 
138 
134 
129 
124 
129 
128 
130 
123 
122 
130 
136 
124 
132 
130 
130 
130 
124 
129 
130 
122 
122 

Dey.F. 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 

Deg.  F. 
305 
306 
306 
307 
308 
308 
308 
308 
307 
306 
307 
307 
306 
307 
306 
304 
307 
307 
307 
307 
306 
308 
307 
307 
306 
307 
307 
307 
307 
307 
306 
307 
307 

0.983 
.984 
.984 
.985 
.985 
.985 
.985 
.985 
.984 
.984 
.985 
.984 
.984 
.985 
.984 
.983 
.984 
.985 
.984 
.985 
.984 
.985 
.984 
.985 
.984 
.984 
.985 
.984 
.985 
.984 
.984 
.985 
.984 

Ins. 
2.5 
2.5 
2.5 
2.25 
2.5 
2.5 
2.5 
2.5 
2.5 
2.25 
2.25 
2.5 
2 
2 
2.25 
2 
2.25 
2 
2 
2.5 
2.5 
2 
2.13 
2.13 
2 
2 
2.13 
2.25 
2.25 
2.5 
2.25 
2.5 
2.5 

Deg.  F. 
72 

Deg.  F. 
94 
97 
100 
100 
99 
101 
102 
102 
103 
102 
103 
104 
105 
105 
104 
106 
106 
108 
109 
109 
110 
109 
111 
112 
111 
109 
112 

Deg.  F. 

Deg.  F. 
90 
91 
92 
94 
95 
96 
97 
98 
99 
100 
100 
100 
102 
102 
102 
103 
103 
104 
104 
105 
106 
106 
106 
107 
108 
108 
108 
108 
109 

no 

110 

110 

111 

102.5 

9  15  a  m 

520 

9.30  a.  m  

9  45  a  m      

525 

10  a  m 

74 

10  15  a  m 

525 

10  30  a.  m  

10  45  a  m 

508 

11  a  m 

76 

11.15  a.  m  

500 

11  30  a  m 

11.45  a.  m  

495 

12  m  

78 

12  15  p  m 

495 

12  30  p  m 

12.45  p.  m  

497 

1pm 

80 

1  15  p  m 

497 

1.30  p.  m  

1  45  p  m 

495 

2pm 

82 

2.15  p.  m  

497 

2  30  p  m 

2  45  p  m 

497 
"566"" 

3  p.  m  

82 

3  15  p  m 

3  30  p  m 

3  45  p  m 

110 
111 
114 
112 

502 

82 

4  15  p  m 

500 

4  30  p  m 

4  45  p  m           .     . 

112 
114 

505 

5pm 

82 

Average  

275 

128.5 

.984    

79 

106 

503.6 

State  of  weather,  bright  sun,  no  clouds. 

Barometer  at  noon,  29.70  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  Root  blower,  100  per  minute. 

Draft  openings  into  furnace,  124  square  inches. 


BUREAU    OF   STEAM    ENGINEERING. 


85 


water-tube  marine  boiler  June  26,  1902. 
natural  draft,  using  air  burners.] 


Air 
from 
Root 
blower, 
pres- 
sure 
per 
square 
inch. 

Draft  pressures  in  inches  of 
water. 

Flue  gases. 

Oil. 

Water. 

Fur- 
nace. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base  of 

stack. 

CO2. 

0. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed  per 
hour. 

Total 
weight 
fed. 

Lbs. 
0.73 
.73 
.73 
.67 
.67 
.79 
.79 
.73 
.73 
.85 
.85 
.85 
.85 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 
.79 

-0.15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
--  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 

-0.15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .20 
-  .25 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 

-  .2a 

-  .20* 

-0.25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
--  .25 
-  .25 
-  .25 
-  .25 
-  .25 

-0.35 
-  .35 
-  .40 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .40 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 
-  .35 

t 

i 

X 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

6.5 

11.5 

0.2 

6.4 

11 

.6 

786 

786 

9,503 

9,503 

6.6 

10 

1.3 

6.6 

10.2 

.9 

748 

1,534 

9,061 

18,564 

7.1 

9.6 

.6 

7.8 

9.6 

.5 

759 

2,293 

9,537 

28,  101 

7 

10.3 

.6 

7.2 

9.3 

.9 

751 

3,044 

9,895 

37,996 

7.5 

9.5 

0 

7.8 

9.7 

0 

765 

3,809 

10,066 

48,062 

7.4 

10.6 

.3 

7 

11.4 

0 

769 

4,578 

9,482 

57,544 

7.8 

10.2 

.1 

7.5 

10.5 

.2 

773 

5,351 

10,373 

67,917 

7.8 

9.9 

.2 

7.8 

9.9 

.4 

771 

6,122 

10,083 

78,000 

.78 

-  .15 

-  .19 

-  .25 

-  .35 

7.24 

10.2 

.425 

765 

9  750 

A  Brown  quick-reading  pyrometer  placed  on  the  floor  of  the  furnace  with  the  platinum  fully 
exposed  to  the  direct  radiations  from  the  flames  registers  1,600°  F.  under  the  middle  burners.  At  a 
point  about  18  inches  in  front  of  the  burner  tip  and  6  inches  below  its  center  line  the  temperature  is 
1,950°  F.  The  corresponding  temperatures  for  the  side  burners  are  about  100°  lower.  The  flames 
reach  for  the  most  part  to  the  middle  of  the  combustion  chamber.  Only  rarely  do  flames  penetrate 
the  tube  chamber. 

5.10  p.  m.  The  smoke  was  very  uniform  throughout  the  test  and  so  slight  as  to  be  barely  visible. 
There  are  three  irregular  patches  of  carbon  deposit,  one  on  each  side  wall  of  the  furnace  and  one  on 
the  back  wall.  The  largest  one,  on  the  right  side,  is  dome-shaped,  and  fully  4  inches  thick  in  the 
center. 


86 


BUREAU    OF    STEAM    ENGINEERING. 


No.  4.— Test  of  oil  fuel  in  a  Hohenstein 
[Three  hours'  duration,  with  forced 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
tem- 
pera- 
ture. 

Lower 
tem- 
pera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

Air 
from 
Root 
blower. 

10  a.  m  

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.F. 
128 
122 
120 
118 
116 
118 
118 
118 
120 
118 
116 
118 
118 

Deg.  F. 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 
402 

Deg.  F. 
298 
298 
300 
300 
300 
300 
300 
298 
298 
300 
300 
300 
300 

0.980 
.980 
.981 
.981 
.982 
.981 
.981 
.980 
.981 
.982 
.981 
.981 
.982 

Ins. 
2 
1.75 
2 
2 
2.5 
2 
2 
1.75 
2 
2 
2 
1.75 
2 

Deg.  F. 

Deail- 

103 
106 
108 
106 
107 
108 
109 
110 
111 
111 
111 
111 

Deg.  F. 

Deg.  F. 
116 
119 
120 
121 
121 
122 
122 
122 
123 
124 
124 
126 
126 

10.15  a.  m  
10.30  a.  m  
10.45  a.  m  

80 

760 

785 

11  a.  m  

11.15  a.  m 

82 

835 

11.30  a.  m  

11.45  a.  m  

875 

12  m  

12.15  p.  m  
12.30  p.  m  

82 

917 

12.45  p.  m  

950 

1  p.  m  

Average  

275 

119 

.981 

81 

108 

854 

122 

I 

State  of  weather,  bright  sun,  few  clouds. 

Barometer  at  noon,  29.94  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  fan  blower,  483  per  minute. 

Revolutions  of  Root  blower,  219  per  minute. 

Draft  openings  into  furnace,  666  square  inches. 

11.20  a.  m.;  Where  the  smoke  is  densest  near  the  stack,  it  has  a  peculiar  pale  blue  tint  different 
from  the  smoke  from  a  coal  fire.  It  is  the  color  of  the  smoke  as  seen  against  the  dark  background  of 
the  smoke  itself— i.  e.,  it  is  the  color  by  reflected  light.  The  phenomenon  suggests  that  the  particles 
of  soot  are  much  finer  than  in  the  smoke  from  coal.  Generally  the  smoke  is  more  like  that  from  a 
coal  fire. 

No.  5. — Test  of  oil  fuel  in  a  Hohenstein 
[Five  hours'  duration  with 


Time. 

Steam 
pres- 
sure by 
guage 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass 

Temperature. 

Higher 
tem- 
pera- 
ture. 

Lower 
tem- 
pera- 
ture. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

Air 
from 
Root 
blower. 

10  a.  m    . 

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
375 

Deg.F. 

Deg.  F. 
405 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 
404 

Deg.  F. 
308 
308 
308 
309 
308 
308 
309 
309 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 

0.985 
.985 
.985 
.986 
.985 
.985 
.985 
.986 
.987 
.986 
.986 
.987 
.986 
.986 
.987 
.986 
.986 
.987 
.986 
.986 
.987 

Ins. 
2.75 
2.75 
2 
2.75 
2.25 
2.25 
3.25 
2.75 
2.75 
2.75 
2.5 
2.25 
2.75 
2.75 
2.75 
2.5 
2.5 
2.75 
2.75 
2.75 
2.75 

Deg.  F. 

82 
82 
83 
85 
86 
86 
87 
87 
87 
87 
88 
89 
89 
88 
88 
88 
87 
87 
87 
88 
88 

Deg.  F. 
100 
102 
106 
108 
109 
110 
110 
112 
113 
113 
115 
117 
118 
116 
114 
112 
112 
113 
116 
118 
114 

Deg.  F. 

Deg.  F. 
107 
110 
112 
115 
116 
118 
118 
119 
120 
120 
121 
122 
123 
123 
123 
123 
123 
123 
124 
124 
126 

10  15  a  m 

130 
124 
123 
134 
118 
126 
125 
122 
132 
132 
127 
136 
140 
138 
136 
140 
110 
124 
136 
134 

565 
""556" 

10.30  a.  m  

10.45  a.  m 

11  a  m 

11.15  a.  m  

550 

11.30  a.  m 

11  45  a  m 

555 

12  m  

12.15  p.  m  

560 

12.30  p.  m  
12.45  p.  m  

563 

1  p.  m  

1  15  p  m 

550 
""b6Q 

1.30  p.  m  

1.45  p.  m  

2  p.  m 

2.15  p.  m  

560 

2  30  p  m 

2.45  p.  m  

558 

8pm 

Average  

275 

129 

986 

87 

112 

557  j        120 

State  of  weather,  bright  sunny  day. 

Barometer  at  noon,  30.13  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  Root  blower,  135.8  per  minute. 

Draft  openings  into  furnace,  275  square  inches. 


BUREAU    OF   STEAM   ENGINEERING. 


87 


water-tube  marine  boiler  June  27,  1902. 
draft,  using  air  burners.] 


Air 
from 
Root 
blower, 
pres- 
sure 
per 
square 
inch. 

Draft  pressures  in  inches  of  water. 

Flue  gases. 

Oil. 

Water. 

Fire 
room. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

•Fed  per 
hour. 

Total 
weight 
fed. 

Lbs. 
3.65 
3.65 
3.65 
3.41 
3.29 
3.16 
3.29 
3.29 
3.16 
3.10 
3.16 
3.41 
3.65 

3.20 
3.20 
3.20 
3.20 
3.20 
3.20 
3.20 
3.20 
3.20 
3.20 
3.30 
3.40 
3.50 

2.75 
2.75 
2.75 
2.75 
2.75 
2.75 
2.75 
2.50 
2.40 
2.40 
2.40 
2.40 
2.40 

2 
2.10 
2.10 
2 
2.10 
2 
2 
2 
2 
2 
2 
2 
2 

.25 
.25 
.25 
.25 
.25 
.25 
.25 
1.25 
1.25 
1.25 
1.25 
1.25 
1.25 

-0.35 
-  .35 
-  .35 
35 

Jf 

$ 

i 

Lb8. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

6.7 

11.5 

0.5 

6.9 

11 

.2 

-  .35 
-  .35 
-  .35 
-  .40 
-  .45 
-  .50 
-  .50 
-  .50 
-  .50 

2,685 

2,685 

27,844 

27,844 

7.5 

10.3 

.2 

8.1 

9.8 

.4 

2,846 

5,531 

29,388 

57,232 

8 

9.7 

.2 

7.7 

10.1 

.2 

3,071 

8,602 

31,372 

88,604 

3.37 

3.25 

2.60 

2.02 

1.25 

-  .41 

7.5 

10.4 

.3 

2,867 

29,535 

11.43  a.  m.:  A  pane  of  glass  (southwest  window),  weakened  by  the  direct  radiations  from  a  large 
red  hot  area  of  the  casing  about  3  feet  away,  blew  out.  A  board  was  placed  over  the  opening  within 
fifteen  seconds.  About  one-third  of  the  casing  opposite  the  combustion  chamber  on  the  southwest 
side  of  the  boiler  is  red  hot.  Six  bricks,  fallen  from  the  second  baffle,  lie  on  the  floor  of  the  combus- 
tion chamber.  The  Root  blower  engine  crank  pin  got  smoking  hot,  and  a  stream  of  water  had  to  be 
played  on  it  during  the  second  half  of  the  test.  Water  leaked  from  the  feed  stop  valve,  but  was 
caught  in  a  pail  and  returned  to  the  feed  tank. 

1  p.  m.,  end  of  test:  There  is  very  little  caked  carbon  on  the  walls  of  the  furnace.  The  second 
baffle  is  badly  damaged.  Average  smoke  during  the  test,  2.5  by  Ringelmann  charts.  As  the  test 
progressed  the  amount  of  smoke  gradually  increased  from  1  to  4,  due,  doubtless,  to  the  short  circuit- 
ing of  the  hot  gases  through  the  damaged  baffle. 

water-tube  marine  boiler  August ; 
natural  draft,  using  air  burners.] 


Air 
from 
Root 
blower 
pres- 
sure 
per 
square 
inch. 

Draft  pressures  in  inches  of 
water. 

Flue  gases. 

Oil. 

Water. 

Com- 
bustion 
cham- 
ber. 

Tube 
cham- 
ber. 

Above 
tubes, 
below 
drums. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed  per 
hour. 

Total 
weight 
fed. 

Lbs. 
1.46 
1.46 
1.46 
1.46 
1.46 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 
1.40 

0  2 

-0.  275 
-  .275 
275 

-0.30 
-  .30 
30 

-0.4 
-  .4 
4 

0 

If 

* 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

-  .2 
2 

8.2 

9.6 

0 

-  .175 
-  .175 
-  .175 
-  .2 
-  .2 
-     .2 
-  .2 
2 

-  .275 
-  .275 
275 

-  .30 
-  .33 
32 

-  .4 

A 
A 

—  'A 

—  .4 
-  .4 
-  .4 
-  .4 
-  .4 
-    .4 
4 

7.8 

9.6 

.3 

j 

984 

984 

11,531 

11,531 

7.8 

9.9 

.2 

-  .275 
-  .275 
-  .275 
-  .275 
-  .3 
-  .3 
-  .275 
3 

-  .33 
-  .32 
-  .33 
-  .32 
-  .33 
32 

7.8 

10.1 

0 

935 

1,919 

11,894 

23,425 

7.7 

10.1 

.1 

-  .2 
-  .2 
2 

7.9 

9.6 

•2 

-  .33 
32 

950 

2,869 

12,047 

35,472 

7.5 

10.2 

.1 

-  .2 
-  .2 
-  .225 
225 

-  .3 

-  .3 

275 

-  .28 
-  .25 
25 

-  .4 
-   .4 

4 

7.7 

10.5 

.3 

896 

3,765 

11,507 

46,979 

-  .3 

-  .285 

-  .285 

-  .23 
-  .25 
23 

-  .4 
-  .4 

-  .4 
-  .4 

7.5 

10.4 

0 

•-  .225 
-  .2 
-  .225 

7.3 

10.4 

.1 

-  .22 

903 

4,668 

11,550 

58,529 

1.41 

201 

-  .284 

29 

4 

7.7 

10.0 

.13 

933.6 

11,706 

parts  of  the  casing 


The  casing  and  baffles  have  been  overhauled  and  repaired  since  the  last  test  (on  June  27)  and  asbes- 
tos boards  have  been  placed  underneath  the  fire-brick  floor  of  the  furnace.    All  parts  of 
remained  comparatively  cool  throughout  the  test. 

Temperature  in  furnace  over  flames  from  middle  burners,  2,200°  F. 

Smoke  very  uniform,  averaging  0.4  by  Ringelmann  charts. 


88 


BUEEAU    OF    STEAM    ENGINEERING. 


No.  6.— Test  of  oil  fuel  in  a  Hohenstein  water 
[Endurance  test  of  116  hours'  duration 


Date. 

Watch. 

Maximum   and    minimum   values  observed  during 
each  watch. 

1 
1 

A 

Lbs. 

275 
275 

275 
275 

Temperature  of  feed  wa- 
ter. 

Quality  of  steam. 

Height  of  water  in  gauge 
glass. 

Temperature. 

Root  blow- 
er. 

Outside  air. 

Air  in  fire  room. 

*N 

O 

al 

o 

Air  from  Root  blow- 
er. 

Revolutions  per  min- 
ute. 

Air  pressure  per 
square  inch. 

Monday,  Aug.  4  

Noon  to  4  p.  m  .  . 

Deg. 
F, 
127 
117 

119 
116 

0.986 
.984 

.987 
.986 

Ins. 

3.50 
2 

4 
2 

DF: 

93 

88 

88 
75 

~80 
70 

88 
80 

88 
80 

Deg. 

121 
110 

124 
110 

Deg. 
F. 

558 
550 

575 

558 

Deg. 
F. 
122 
106 

126 
110 

98 
85 

99 
97 

Lbs. 

1.34 
85 

1.40 
1.28 

4  p.  m.  to  midnight  .  . 

Tuesday,  Aug.  5.. 

Midnight  to  8  a.  m  ... 

8  a.  m,  to  4  p.  m 

275 
275 

275 
275 

275 
275 

122 
117 

122 
112 

120 
118 

.986 
.986 

.986 
.986 

.987 
.986 

3 
2 

3.25 
2.50 

2.75 
2 

112 
104 

120 
108 

120 
116 

575   112 

572   104 

590   122 
570   108 

590   122 
585   118 

98 
90 

104 
92 

100 
97 

1.34 
1.22 

1.34 
1.22 

1.34 
1.34 

4  p.  m.  to  midnight  .  . 

Wednesday,  Aug.  6  .  . 

Midnight  to  8  a.  m  ... 
8  a.  m.  to  4  p  m 

275 
255 

275 
255 

275 
270 

122 
102 

120 
102 

130 
112 

.987 
.985 

.987 
.985 

.987 
.985 

3 

2 

5 
2.50 

3.50 

2.50 

82 
73 

95 
73 

73 

72 

116 
104 

125 

108 

112 
104 

116 
107 

116 

108 

118 
100 

610 

585 

610 
565 

605 
565 

598 
590 

600 

585 

595 
595 

595 
550 

625 

565 

605 

585 

118 
107 

122 
112 

118 
106 

104 

84 

104 

91 

104 
90 

1.40 
1.22 

1.34 
1.16 

1.40 
1.16 

4  p.  m.  to  midnight  .  . 

Thursday,  Aug.  7  

Midnight  to  8  a.m... 
8  a.  m.  to  4  p.  m  

270 
270 

276 
270 

275 
270 

124 
118 

128 
112 

124 
110 

.987 
.986 

.987 
.985 

.985 
.985 

3 

2 

4 
2 

4 
2 

74 
69 

90 
74 

81 
74 

~^74 
70 

88 
73 

87 
74 

80 
74 

79 

114 

110 

114 
108 

116 
108 

100 
92 

100 
95 

100 
97 

103 
92 

95 
92 

102 
92 

95 
94 

1.40 
1.22 

1.40 
1.22 

1.40 
1.34 

4  p.  m.  to  midnight  .  . 

Friday  Aug  8 

Midnight  to  8  a.  m  ... 
8  a.  m.  to  4  p.  m  

275 
265 

274 
272 

274 
271 

124 
119 

128 
114 

125 
116 

.985 
.983 

.985 
.983 

.983 
.982 

3.75 
1.50 

3.75 
1.50 

2.50 
1.75 

106 

98 

119 
101 

121 
111 

108 
101 

124 

102 

129 
110 

1.40 
1.34 

1.40 
1.28 

1.40 
1.40 

4  p.  m  to  midnight  .  .  . 

Saturday 

Midnight  to  8  a.  m  ... 

275 
273 

128 
120 

.982 
.982 

3 

2 

118 
103 

590 

590 

116 
105 

1.40 
1.34 

Average  of 
hourly  obser- 
vations. 

273 

119.4 

.985 

112 

585 

113.5 

96 

1.31 

Kind  of  fuel,  Beaumont  oil. 

Draft  openings  into  furnace,  348  square  inches. 


BUREAU    OF    STEAM    ENGINEERING. 


89 


tube  marine  boiler  August  4  to  9,  1902. 
with  natural  draft,  using  air  burners.] 


Maximum  and  minimum  val- 
ues observed  during  each 

watch. 

Oil. 

Water. 

Flue  gases. 

Height  of  barometer  at  mid-watch. 

State  of  weather. 

Burned  per  hour  and  during 
watch. 

Total  weight  burned. 

I 

-0 

•d 

Sj 

1! 
i 
l 

Total  weight  fed. 

Time  sample  was  drawn. 

8 

O 

8 

Draft  pressure  in  inches  of 
water. 

Furnace. 

1 

o 

~  -~ 

i* 

Tube  chamber. 

Above  tubes,  below 
drums. 

Base  of  stack. 

—0.25 
—  .15 

—  .20 
—  .15 

—  .20 
—  .13 

—  .18 
—  .15 

—  .18 
—  .17 

-0.20 
—  .20 

—  .20 
—  .20 

—0.30 
—  .20 

—  .30 
—  .25 

—  .33 

—  .28 

—  .30 
-.27 

—  .28 
—  .25 

—6.40 
—  .35 

—  .40 
—  .30 

—0.40 
—  .40 

—  .45 
—  .40 

Lbs. 

818 
3,270 

864 
6,912 

Lbs. 

Us. 
9  942 

Lbe. 

P.M. 

1.45 
2 

jt 

7.4 
7.4 

i 

10.8 
10.7 

* 

0.1 
0 

Ins. 
.29.99 

29.82 

Clear. 

3,270 

39,769       39,769 
10,58oL_. 

10,  182 

84,638 

124,407 

—  .25 
—  .20 

—  .25 
—  .20 

—  .25 

—  .22 

—  .40 
—  .33 

—  .38 
—  .35 

—  .35 

—  .33 

—  .50 
—  .45 

—  .48 
—  .40 

—  .46 
—  .40 

826 
6,608 

847 
6,773 

847 
6,772 

i6~796 

10,133 
81,064 

10,  520 

"205,"  47i 

A.M. 

8.45 
9.15 

7.5 
7.6 

10.3 
10.2 

.1 

0 

30.03 
30.00 
29.76 

Clear. 

Cloudy; 
thun- 
de  r- 
storm.. 

23,  563 

84,  156 
10,  518 

289,  627 

30,335 

84,148 

373,775 

—  .20 
—  .15 

—  .18 
—  .13 

—  .20 
—  .13 

—  .28 
—  .25 

—  .28 
—  .22 

—  .28 
—  .23 

—  .30 
—  .25 

—  .35 
—  .30 

—  .35 
—  .28 

—  .40 
—  .33 

—  .40 
—  .35 

—  .45 
—  .40 

—  .50 
—  .45 

—  .50 
—  .45 

—  .50 

—  .48 

872 
6,974 

848 
6,780 

838 
6,704 

37,'309 
44,"  089 
50,"  793 

10,657 
85,253 

10,  437 
83,495 

10,  256 
82,044 

"459  ,"628 
"  "542,"  523 
"  "624,"  567 

9.30 
10 

7.8 
7.8 

10.1 
10 

0 
0 

29.87 
29.86 
29.69 

Rain. 

Thun- 
d  er- 
storm. 

—  .20 
—  .18 

—  .18 
—  .15 

—  .20 
—  .15 

—  .25 
—  .23 

—  .25 
—  .23 

—  .25 
—  .23 

—  .35 
—  .30 

—  .33 
—  .30 

—  .33 

—  .28 

—  .45 
—  .40 

—  .43 
—  .40 

—  .40 
—  .35 

—  .50 
—  .50 

—  .50 

—  .48 

—  .48 
—  .48 

837 
6,694 

836 
6,687 

820 
6,559 

57,"  487 
64,"i74 
70,"  733 

10,251 

82,007 

10,414 
83,  315 

10,  140 
81,  119 

"706,"  574 
"789,"  889 
"87i,"668 

10.30 
10.45 

.7.9 

7.8 

10.8 
10.1 

.3 
.1 

29.89 
29.98 
29.77 

Clear 
and 
cool. 

—  .20 
—  .20 

—  .20 

—  .18 

—  .19 
—  .15 

—  .25 
—  .23 

—  .25 
—  .20 

—  .22 
—  .20 

—  .35 
—  .28 

-  .33 
—  .25 

—  .31 
—  .28 

—  .45 
—  .40 

—  .40 
—  .35 

4Q 

—  135 

—  .50 

—  .48 

—  .50 
—  .45 

—  .48 
—  .41 

819 
6,551 

816 
6,529 

809 
6,452 

10,  151 

9.30 
10 

7.8 
7.8 

9.7 
9.8 

0 
0 

29.89 
29.91 
29.81 

Clear; 
then 

cloudy. 

77,  284 

81,204 
10  127 

952,212 

83,  813 
90,"  265 

8l|  013  1,033,225 

10,145  
81,1631,114,388 

—  .18 
—  .15 

—  .22 
—  .20 

—  .30 
—  .30 

—  .40 
—  .35 

—  .43 
—  .42 

782...    ,.    9,762 
6,252,96,51778,094 

i,"i92,"482 

30.05 

Partly 
cloudy. 

—  .17 

—  .23 

—  .30 

—  .36 

—  .46 

832 

10,  280 

Aver- 
age. 

7.68 

10.25 

.06 

29.89 

90 


BUREAU    OF    STEAM    ENGINEERING. 


No.  7. — Test  of  oil  fuel  in  a  Hohenstein 
[Six  hours  duration  with  natural  draft,  but  with 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

Air 
from 
Root 
blower. 

10  15  a.  m 

Lbs. 
265 
265 
273 
274 
274 
274 
274 
274 
275 
275 
272 
275 
275 
275 
275 
275 
275 
276 
275 
275 
276 
276 
276 
276 
276 

Deg.F. 
116 
114 
114 
120 
120 
119 
122 
120 
122 
122 
118 
120 
118 
120 
121 
120 
122 
122 
120 
120 
120 
120 
122 
120 
120 

Deg.  F. 
390 
390 
392 
392 
392 
392 
391 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 
390 

Deg.  F. 
305 
312 
312 
314 
314 
314 
314 
314 
316 
316 
316 
316 
316 
316 
316 
316 
316 
316 
316 
318 
320 
320 
320 
320 
320 

0.989 
.993 
.992 
.993 
.993 
.993 
.993 
.994 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.996 
.997 
.997 
.997 
.997 
.997 

Ins. 
1.5 
2 
3 
3 
2.5 
2.5 
2 
2 
3 
2.5 
2.5 
2 
2.5 
3 
3 
2.5 
2.5 
2.5 
2.5 
3 
3.5 
2.5 
2.5 
2.5 
2.5 

Deg.  F. 
73 
73 
74 

74 
75 
75 
76 
77 
77 
78 
78 
80 
79 
79 
80 
80 
78 
80 
80 
79 
79 
79 
79 
79 
79 

Deg.  F. 
95 
98 
100 
101 
104 
108 
111 
110 
114 
110 
113 
120 
120 
122 
126 
128 
130 
134 
135 
142 
138 
138 
135 
136 
133 

Deg.  F. 

Deg.  F. 
124 
132 
138 
143 
148 
149 
154 
157 
158 
160 
160 
161 
160 
166 
168 
170 
170 
172 
173 
174 
175 
178 
176 
178 
178 

10  30  a  m 

710 

10.45  a.m.  

11  a.  m 

710 

11  15  a  m 

11.30  a.  m  

730 

11  45  a.  m  

12  m 

725 
"'725' 

12.15  p.m  

12  30  p.  m  ...     . 

12  45  p  m 

1  p.  m  .•  

740 

1.15  p.  m 

1  30  p  m 

745 

1.45  p.m  

2  p.m.       . 

748 

2  15  p  m 

2.30'p.  m  

760 

""777* 

2  45  p.  in 

3pm 

3.15  p.  m  

3.30  p.m 

790 

3  45  p  m 

4  p.  m  

800 

4.15  p  m 

Average  

274 

119.7 

.995 

77.6 

120 

747 

161 

State  of  weather,  thin  fleecy  clouds. 

Barometer  at  noon,  30.10  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  Root  blower,  246.7  per  minute. 

Draft  openings  into  furnace,  642  square  inches. 


No.  8. — Test  of  oil  fuel  in  a  Hohenstein 
[Three  hours  duration  with 


Time. 

Steam 
pres- 
sure bv 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Gases 
at  base 
of 
stack. 

Air 
from 
Root 
blower. 

Lbs. 
277 

278 
278 
278 
111 
278 
277 
277 
111 
278 
278 
111 
278 

Deg.  F. 
120 
120 
120 
128 
120 
118 
118 
118 
116 
118 
118 
114 
115 

Deg.  F. 
384 
384 
384 
385 
385 
386 
386 
386 
386 
386 
386 
386 
386 

Deg.  F. 
298 
298 
298 
298 
302 
306 
306 
306 
306 
302 
298 
302 
302 

0.987 
.987 
.987 
.986 
.989 
.991 
.991 
.991 
.991 
.988 
.986 
.988 
.988 

Ins. 
1.5 
2 
2.5 
2 
2.5 
2.5 
2 
3 
2.5 
2 
2 
3 
2.5 

Deg.  F. 
80 

80 
80 
81 
81 
81 
82 
82 
82 
83 
83 

84 

Deg.  F. 
110 
112 
112 
113 
113 
114 
115 
116 
117 
117 
117 
117 
118 

Deg.F. 

Deg.  F. 
132 
133 
133 
134 
134 
136 
136 
136 
138 
138 
138 
138 
138 

11  15  a  m 

918 

11  30  a  m 

11.45  a.  m  . 

927 

12  m 

12.15  p.m  

1,200 

12  30  p  m 

12.45  p.m 

1,027 

1pm 

1.15  p.  m  

1,015 

1  30  p  m 

1  45  p  m 

1,015 

2pm 

Average  

277.5 

119 

.988 

82 

115 

1,017 

136 

State  of  weather,  smoky;  occasional  clouds. 

Barometer  at  noon,  30.08  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  fan  blower,  506. 

Revolutions  of  Root -blower,  248. 

Draft  openings  into  furnace,  642  square  inches. 


BUREAU    OF    STEAM    ENGINEERING. 


91 


water-tube  marine  boiler,  August  15,  1902. 
the  Root  blower  working  at  its  maximum  capacity.] 


Air 
from 
Root 
blower, 
pres- 
sure 
per 
square 
inch. 

Draft  pressures  in  inches  of  water. 

Flue  gases. 

Oil. 

Water. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Above 
tubes, 
below 
drums. 

Base 
of 
stack. 

C02. 

0. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed  per 
hour. 

Total 
weight 
fed. 

Lbs. 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.63 
.75 
.75 
.75 
.75 
.75 
.75 
.75 

-0.10 
.10 

-0.15 
-  .15 
-  .13 
-  .12 
-  .13 
-  .12 
-  .13 
-  .12 
-  .13 
-  .12 
-  .13 
.12 

-0.20 
-  .20 
-  .18 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
20 

-0.85 
-  .85 
35 

-0.50 
-  .53 
-  .52 
-  .53 
-  .52 
-  .53 
-  .52 
53 

* 

i 

i 

Lb8. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

10.2 

6.9 

0.1 

-  .10 
-  .10 
-  .10 
-  .10 
10 

-  .35 
-  .35 
-  .35 
-  .35 
35 

9.9 

6.6 

.5 

1,501 

1,501 

17,226 

17,226 

10 

6.6 

.2 

-  .10 
0 
0 
-  .10 
.10 

16.2 

6.4 

.4 

-  .35 
35 

-  .52 
-  .53 
-  .52 
-  .53 

52 

1,477 

2,978 

17,383 

34,609 

9.7 

6.6 

.5 

-  .20 
-  .20 
20 

-  .35 
-  .35 
-  .35 
-  .35 

38 

10 

6.8 

.2 

-  .08 
-  .10 
10 

-  .10 
-  .10 
13 

1,465 

4,443 

17,002 

51,611 

-  .20 
23 

-  .53 
55 

10.3 

6.6 

.1 

-  .10 
-  .10 
-  .10 
-  .10 
10 

-  .12 
-  .13 
-  .12 
-  .13 
-  .12 
-  .13 
-  .15 
-  .15 
-  .15 
-  .15 

-  .20 
-  .20 
-  .20 
-  .23 
22 

-  .37 
-    .38 
-  .37 
-  .38 
37 

-  .55 
-  .55 
-  .58 
-  .57 

58 

9.8 

7.1 

.1 

1,566 

6,009 

17,639 

69,250 

9.8 

7 

.5 

10.3 

6.4 

.3 

-  .10 
-  .10 
-  .10 
-  .10 
-  .10 

-  .23 
-  .22 
-  .23 
-  .22 
-  .23 

—  .38 
-  .37 
-  .38 
-  .37 
-  .38 

-  .57 
-  .58 
-  .57 
-  .58 
-  .57 

1,558 

7.567 

18,073 

87,323 

10.7 

6.3 

.2 

10.4 

6.4 

.2 

1,522 

9,089 

17,673 

104,996 

4.66 

-  .09 

-  .13 

-  .21 

-  .36 

-  .54 

10.1 

6.64 

.275 

1,515 

17,499 

The  smoke  varied  from  0  to  1,  averaging  about  0.4  by  Ringelmann  charts. 
Temperature  near  middle  of  furnace,  2,200°  F. 


Temperature  of  gases  just  after  turning  edge  of  first  baffle,  2,090°  F. 
Toward  the  close  of  the  test  the  temperature  over  the  platform  in  the 
rious  objection  to  this  method  of  forcing  combustion. 


serious  objection  to  this  method  of  forcing  combustio 

water-tube  marine  boiler,  August  30,  1902. 
forced  draft,  using  air  burners.] 


fire  room  reached  220°  F.,  a 


Air 

Draft  pressures  in  inches  of  water. 

Flue  gases. 

Oil. 

Water. 

Root 

blower, 

pres- 
sure 
per 

Fire 
room. 

Fur- 
nace. 

bustion 
cham- 
ber 

Tube 
cham- 
ber. 

Base 
of 

stack. 

C02. 

0. 

CO. 

Burned 
per 
hour. 

Total 
weight 
burned. 

Fed 
per 
hour. 

Total 
weight 
fed. 

square 

inch. 

Lbs. 

I 

* 

* 

0 

Lbs. 

Lbs. 

Lbs. 

Lbs. 

'.68 

;§ 

3.2 

2.3 

1.8 

-0.4 

0 

0 

0 

0 

68 

P 

3  2 

2  3 

1  8 

5 

7  2 

10  5 

0  3 

.68 

0 

3  3 

2  3 

1  8 

—    5 

68 

E 

3  4 

2  3 

1  8 

5 

6  9 

11  1 

3 

.68 

1  ri 

3.5 

2.3 

1.8 

—  .5 

3,143 

3,143 

29,672 

29,672 

68 

&& 

3  5 

2  3 

1  9 

—    5 

8  6 

8  3 

2 

68 

g«M 

3  5 

2  3 

1  9 

5 

68 

•"  O 

3  5 

2  3 

1  9 

5 

8  1 

9  4 

0  0 

68 

"8 

3  5 

2  3 

1  9 

'  6 

3,454 

6,597 

31,  469 

61,141 

68 

3 

3  5 

2  3 

1  9 

g 

8  2 

9  5 

3 

.68 

i 

3.5 

2  3 

1  9 

—  .6 

68 

3  5 

2  3 

1  9 

g 

8  2 

9  2 

2 

68 

i 

3  5 

2  3 

1  9 

g 

3  312 

9  909 

32,244 

93,385 

4,68 

3.75 

3.4 

2.3 

1.86 

-.53 

7.87 

9.66 

.22 

3,303 

31,128 

Very  thick  black  smoke  throughout  the  test. 

From  12.15  p.  m.  to  end  of  test,  continuous  flaming  in  stack. 

After  test  was  over,  42  pounds  of  carbon  were  removed  from  furnace. 


92 


BUREAU    OF    STEAM    ENGINEERING. 


No.  9. — Test  of  oil  fuel  in  a  Hohenstein 
[Six  hours  duration  with  natural 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Tem- 
pera- 
ture, 
of  feed 
water. 

Colorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
tem- 
pera- 
ture. 

Lower 
tem- 
pera- 
ture. 

Quality 
of 
steam. 

Out- 
side 
air. 

Air  in 
fire 
room. 

Oil  in 
weigh- 
ing 
tank. 

Gases 
at  base 
of 
stack. 

1  30  p  m           

Lbs. 
275 
275 
275 
275 
274 
275 
275 
275 
275 
275 
275 
275 
275 
276 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 

Deg.  F. 
122 
120 
119 
120 
134 
125 
130 
137 
140 
138 
137 
130 
136 
124 
118 
130 
120 
130 
130 
130 
120 
122 
122 
124 
120 

Deg.  F. 

388 
386 
386 
386 
386 
386 
386 
386 
386 
386 
386 
386 
386 
386 
384 
386 
386 
386 
386 
384 
384 
384 
384 
384 
386 

Deg.  F. 
302 
304 
306 
308 
308 
308 
308 
308 
308 
308 
303 
303 
303 
306 
306 
308 
308 
306 
306 
306 
306 
306 
306 
306 
306 

0.988 
.989 
.991 
.992 
.992 
.992 
.992 
.992 
.992 
.992 
.989 
.989 
.989 
.991 
.991 
.992 
.992 
.991 
.991 
.991 
.991 
.991 
.391 
.991 
.991 

7ns. 
2.5 
2.75 
2.75 
2.5 
2.5 
2.5 
2.75 
2.75 
2.5 
2.75 
2.75 
3 
2.5 
2.5 
2.5 
2.75 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 

Deg.  F. 
76 

77 
77 
77 
78 
79 
79 
77 
78 
77 
77 
77 
78 
76 
74 
74 
74 
74 
73 
72 
70 
70 
70 
70 
68 

**£ 

95 
98 
98 
98 
99 
100 
99 
98 
99 
99 
100 
100 
99 
100 
99 
99 
98 
99 
98 
97 
96 
94 
94 
92 

Deg.  F. 

Deg.  F. 
460 

1  45  p  m 

2  p.  m  

72.5 

440 

2  15  p  m           

2  30  p  m 

2.45  p.  m  

3  p.  m            

72 

3  is  p  m 

3  30  p  m 

3  45  p.  m      

4pm 

72 

4.15  p.  m  

4  30  p.  m  

4  45  p  m 

....... 

450 

5pm 

5.15  p.  m  

445 

5  30  p  m 

5  45  p  m 

i 

6  p.  m  

72 

6  15  p  m 

6  30  p  m 

6.45  p.  m  

7pm. 

71 

7  15  p  m 

7  30  p  m 

Average  

275 

127 

991 

75 

98 

72 

449 

State  of  weather,  partly  cloudy. 

Barometer  at  noon,  30.16  inches. 

Kind  of  fuel.  Beaumont  oil. 

Draft  opening  into  furnace,  180  square  inches. 

Pressure  in  oil-pipe  air  chamber,  20.3  pounds. 

Temperatcre  over  fire-room  platform,  average,  165°  F,  maximum  170°  F. 


BTRKAr    (>K    STKAM     KN(  1 1  N  KKRI  N<  i. 


93 


water-tube  marine  boiler,  September  12,  1902. 
draft,  using  "Hayes"  steam  burners]. 


Pres- 
sure of 
steam 

usocl  in 
spray- 
ing oil. 

Draft  pressures  in  inches  of 
water. 

Flue  gases. 

Oil  burned. 

Steam  used 
by  burners. 

Feed  water 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Per 
hour. 

Total. 

Per 

hour. 

Total. 

Per 

hour. 

Total. 

Lbs. 
30 
80 
82 
32 
32 
33 
33 
.32 
32 
82 
30 
31 
32 
32 
32 
32 
32 
32 
32 
32 
32 
32 
32 
32 
32 

-0.20 
-  .20 
-  .18 
-  .19 
-  .20 
-  .18 
-  .21 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-   .20 
-  .20 
-  .20 
-  .20 
-  .21 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 
-  .22 

-0.20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .21 
—  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 

-0.20 
-  .20 
-  .20 
-  .22 
-  .20 
-  .22 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-  .21 
-.21 

-0.32 
-  .38 
-  .35 
-  .33 
-  .32 
-  .38 
-  .38 
-  .38 
-  .38 
-  .35 
-  .35 
-  .35 
-  .38 
-  .40 
-  .38 
-  .38 
-  .40 
-  .40 
-  .40 
-  .40 
-  .40 
-  .41 
-  .41 
-  .41 
-  .41 

5*6 

1, 

ti 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

4.8 

13.7 

.3 

572 

572 

456 

456 

6,702 

6,702 

1 

1 

601 

1,173 

402 

858 

7,311 

14,013 

602 

1,775 

553 

1,311 

7,241 

21,254 

6 

12.8 

.3 

5.6 

13 

.3 

590 

2,365 

459 

1,770 

7,480 

28,734 

1 

i 

639 

3,004 

295 

2,065 

7,691 

36,425 

596 

3,600 

459 

2,524 

7,336 

43,761 

32 

-.205 

-.204    -.205 

-  .38 

5.5 

13.05 

.27 

600 

421 

7,294 

10.30  a.  m.  Started  fires.  The  boilers  were  under  steam  yesterday  and  the  water  is  already  quite 
warm. 

12.30  to  1.30  p.  m.  Data  taken  during  this  period  shows  about  the  same  evaporative  capacity  as 
during  the  succeeding  six  hours.  The  smoke  ranged  from  £  to  1.  Average  J,  by  Ringelmann 
charts.  A  few  ounces  of  carbon  was  deposited  near  the  right-hand  burner  orifice.  The  burners  made 
comparatively  little  noise,  probably  not  more  than  a  quarter  as  much  as  the  compressed-air  burners 
used  in  the  preceding  eight  tests;  but  on  the  other  hand,  the  flames  were  longer,  reaching  well  into 
the  tube  chamber. 


94 


BUREAU    OF    STEAM    ENGINEERING. 


No.  10. — Test  of  oil  fuel  in  a  Heohenstein  water 
[Eight  hours  duration  with  natural 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Oil  in 
weigh- 
ing 
tank. 

Gases 
at  base 
of 
stack. 

10.30  a.  m  

Lbs. 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
275 
270 
275 
275 
275 
275 
275 
275 
275 
274 
274 
275 
275 
274 
274 
274 
274 
275 

Deg.  F. 
118 
120 
118 
118 
115 
118 
116 
115 
118 
110 
112 
118 
120 
120 
120 
118 
118 
118 
120 
122 
120 
120 
122 
118 
118 
118 
118 
120 
120 
120 
120 
118 
120 

Deg.  F. 
380 
380 
380 
380 
380 
380 
380 
380 
382 
380 
380 
380 
380 
384 
384 
384 
384 
384 
384 
384 
384 
384 
384 
384 
384 
380 
380 
380 
380 
380 
380 
380 
360 

Deg.  F. 
308 
308 
308 
308 
308 
309 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
308 

0.994 
.994 
.994 
.994 
.994 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.994 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
1.001 

Ins. 
2.75 
2.75 
2.75 
2.50 
2.50 
2.50 
2.50 
3 
2.50 
2.50 
2.50 
2.50 
2.50 
3 
3 
3 
2.50 
2.50 
2.50 
2.50 
2.50 
2.50 
3 
2.50 
2.50 
2.50 
2.50 
2.50 
2.50 
2.50 
2.50 
2.50 
2.75 

Deg.  F. 
62 
63 
64 
64 
66 
66 
67 
67 
68 
68 
69 
70 
71 
71 
71 
70 
70 
70 
70 
71 
71 
70 
70 
70 
70 
70 
70 
70 
70 
70 
70 
70 
70 

Deg.F. 
90 
91 
90 
90 
91 
92 
99 
99 
100 
101 
100 
100 
100 
95 
98 
98 
96 
96 
94 
100 
100 
98 
94 
98 
102 
110 
106 
104 
104 
100 
100 
104 
99 

Deg.  F. 

Deg.  F. 

10.45  a.  m.  . 

600 

11  a.  m  

68 

11.  15  a.  m  

11.30  a.  m  

11  45  a  m 

605 

12  m  

68 

12.15  p.  m  

12.30  p.  m  

12.45  p.  m  

600 

1  p.  m  

68 

1  15  p  m 

1.30  p.  m  

1.45  p.  m  

605 

2  p.  m  

68 

2.15  p.  m  

2.30  p.  m  

2.45  p.  m.. 

580 

3pm 

68 

3.15  p.  m  

3.30  p.  m  

3  45  p  in 

575 

4  p.  m  

68 

4.15  p.  m  

4.30  p.  m  

4.45  p.  m  

595 

5  p.  m  ..  .   . 

68 

5  15  p  m 

5.30  p.  m  

5  45  p  m. 

610 

6pm 

69 

6.15  p.  m  

6.30  p.  m  . 

Average  


68.1 

596 

274.6 

118.3 

.995 

69 

98 

State  of  weather,  thin  clouds. 
Barometer  at  noon,  30.20  inches. 
Kind  of  fuel,  Beaumont  oil. 


Draft  opening  into  furnace,  500  square  incl 
Pressure  in  oil  pipe  air  chamber,  20  pound* 


uare  inches. 


Temperature  over  fire-room  platform,  average  177°  F.,  maximum  184°  F. 
Temperature  of  superheated  steam  for  burners,  444.4°  F. 


BUREAU    OF    STEAM    ENGINEERING. 


95 


tube  marine  boiler,  September  19,  1902. 
draft,  using  steam  burners.] 


Pres- 
sure of 
steam 
used  in 
spray- 
ing oil. 

Draft  pressures,  in  inches  of 
water. 

Flue  gases. 

Oil  burned. 

Steam  used 
by  burners. 

Feed  water. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Per 

hour. 

Total. 

Per 

hour. 

Total. 

Per 

hour. 

Total. 

Lbs. 

28 
29 
80 
30 
30 
29 
30 
30 
31 
30 
30 
30 
30 
30 
30 
30 
30 
28 
28 
28 
28 
28 
28 
30 
30 
32 
32 
32 
32 
32 
32 
31 
29 

-0.20 
-  .18 
-  .20 
-  .20 
-  .20 
20 

-0.15 

-  .18 
-   .20 
-  .20 
-  .20 
20 

-0.20 
-  .20 
-  .20 

=  :S 

-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .30 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .25 
-  .28 
-  .28 

-0.60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
60 

t 

i 

i 

Lbs. 
0 

Lb8. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

7 

10.6 

0 

983 

983 

475 

475 

11,181 

11,181 

7.1 

11.1 

0 

-  !20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .22 
-  .22 
-  .22 
-  .21 
-  .21 
-  .20 
-  .20 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-   .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .22 
-  .22 
-  .22 
-  .22 
-  .21 
-  .20 
-  .20 
-  .20 

-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
—  .60 
-  .60 
—  .60 
-  .60 
-  .60 
60 

968 

1,951 

365 

840 

11,  143 

22,324 

7 

11.2 

.1 

934 

2,885 

423 

1,263 

11,222 

33,546 

7 

11.1 

0 

915 

3,800 

326 

1,589 

10,551 

44,097 

6.6 

11.2 

0 

-  .60 
-  .60 
-  .60 
-  .60 
-  .60 
-  .55 
-  .60 
-  .60 
-  .60 
-  .60 
-  .58 
-  .58 
-  .58 
--  .58 

851 

4,651 

399 

i,988 

10,287 

54,384 

6.6    . 

11.8 

0 

826 

5,477 

479 

2,467 

9,733 

64,117 

7.4 

10.8 

0 

970 

6,447 

452 

2,919 

11,071 

75,188 

7.2 

10.6 

0 

913 

7,360 

493 

3,412 

10,603 

85,791 

29.9 

-  .202 

-  .201 

-  .281 

-  .596 

6.99 

11.05 

.013 

920 

427 

10  724 

. 

The  angular  setting  of  the  side  burners  is  changed  so  as  to  direct  their  flames  more  toward  the  cen- 
ter of  the  furnace.  Heretofore  the  side  walls  of  the  furnace  have  absorbed  an  undue  amount  of  heat 
as  shown  by  their  glow  after  extinguishing  the  burners. 

Curved  sheet-iron  deflectors  have  been  placed  in  what  were  formerly  the  ash  pit  openings,  so  as  to 
direct  the  entering  air  upward  at  an  angle  against  the  flames. 

The  smoke  averages  about  $,  the  maximum  being  i,  by  Ringelmann  charts. 

A  disk  of  carbon  9  inches  in  diameter  was  deposited  on  the  back  wall  opposite  the  center  burners. 

The  burners  make  much  less  noise  than  those  made  by  the  same  builders  using  air. 


96 


BUREAU    OF    STEAM    ENGINEERING. 


No.  11. — Test  of  oil  fuel  in  a  Hohenstein  water 
[Eight  hours  duration  with  natural 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Outside 
air. 

Air  in 
fire 
room. 

Oil  in 
weigh- 
ing 
tank. 

Gases 
at  base 
of 
stack. 

9  a.  m  

Lbs. 
270 
276 
271 
273 
269 
273 
277 
277 
276 
111 
275 
276 
276 
273 
276 
111 
'ill 
275 
276 
278 
274 
275 
275 
111 
275 
278 
277 
277 
273 
277 
274 
276 
276 

Deg.  F. 
118 
118 
120 
120 
120 
120 
118 
118 
120 
120 
118 
120 
120 
120 
120 
122 
124 
120 
122 
122 
124 
122 
122 
122 
120 
120 
120 
120 
120 
120 
118 
120 
118 

Deg.  F. 
380 
384 
380 
382 
380 
384 
384 
384 
384 
380 
380 
384 
384 
380 
380 
380 
382 
383 
383 
383 
383 
383 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 

Deg.  F. 
306 
308 
308 
308 
308 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 

0.993 
.993 
.994 
.993 
.994 
.994 
.994 
.994 
.994 
.995 
.995 
.994 
.994 
.995 
.995 
.995 
.994 
.994 
.994 
.994 
.994 
.994 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.895 
.995 
.995 
.995 

Ins. 
3 
3 
3 
3 
2 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
3 
2.75 
2.75 
3 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
3 

Deg.  F. 
66 
70 
72 
74 
76 
78 
80 
80 
80 
80 
80 
80 
80 
80 
80 
80 
80 
78 
76 
76 
76 
76 
76 
78 
78 
78 
78 
78 
78 
78 
78 
78 
78 

Deg.  F. 
93 
94 
96 
98 
100 
100 
104 
106 
106 
106 
104 
106 
104 
106 
106 
106 
108 
108 
110 
110 
110 
108 
108 
108 
108 
98 
108 
110 
110 
112 
112 
111 
110 

Deg.F. 

Deg.F. 

9.15  a.  m             .  .. 

9  30  a  m 

68 

635 

•9.45  a.  m  

10  a.  m         

10  15  a  m 

10.30  a.  m  

68 

640 

10.  45  a.  m  

11  a  m 

11.15  a.  m  

11.30  a.  m  

68 

645 

11  45  a  m 

12  m 

12.15  p.  m  

12  30  p.  m 

68 

630 

12.45  p.  m  
1  p.  m  

1.15  p.  m 

1  30  p  m 

68 

620 

2pm 

2  15  p  m 

2.30  p.  m  

68 

615 

2  45  p.  m 

3pm 

3.15  p.  m  

3.30  p  m 

68 

620 

3  45  p  m 

4pm 

4.15  p.  m 

4  30  p  m 

68 

620 

4  45  p  m 

5pm 

Average  

275.2 

120.2 

994 

77 

106 

68 

628 

State  of  weather,  thin  clouds. 

Barometer  at  noon,  30.18  inches. 

Kind  of  fuel,  Beaumont  oil. 

Draft  opening  into  furnace,  500  square  inches. 

Pressure  in  oil  pipe  air  chamber,  30  pounds. 

Temperature  over  fire  room  platform,  average  182° F.,  maximum  188°  F. 


BUREAU  OF  STEAM  ENGINEERING. 


97 


tube  marine  boiler,  September  SO,  1902. 
draft,  using  steam  burners.] 


Pres- 
sure of 
steam 
used  in 
spray- 
ing oil. 

Draft  pressures,  in  inches  of 
water. 

Flue  gases. 

Oil  burned. 

Steam  used 
by  burners. 

Feed  water. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Per 

hour. 

Total. 

Per 
hour. 

Total. 

Per 

hour. 

Total. 

Lbs. 
60 
60 
60 
60 
62 
62 
62 
61 
61 
62 
62 
62 
62 
64 
65 
64 
62 
62 
61 
61 
61 
60 
60 
60 
60 
60 
60 
60 
60 
61 
62 
62 
62 

-0.14 
-  .14 
-  .14 
-  .14 
—  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
—  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-   .14 
-  .13 
-  .14 

-0.20 
-  .20 
-  .20 
-  .18 
-  .19 
-  .19 
-  .18 
-  .19 
-  .19 
-  .20 
-  .20 

i:S 

-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .20 
-  .19 
-  .20 
-  .20 
-  .19 
-  .19 
-  .20 

-0.  27 
-  .27 
-  .29 
-   .25 
-  .26 
-  .28 
-  .27 
-  .26 
-  .29 
-   .28 
-  .28 
-  .25 
-  .28 
-  .28 
-  .28 
-  .28 
-  .28 
-  .28 
-  .28 
-  .28 
-  .28 
-  .25 
-  .25 
-  .25 
-  .25 
-  .27 
-  .27 
-  .28 
--  .28 
-  .28 
-  .29 
-  .28 
-  .28 

-0.53 
-  .54 

X 

i 

i 

Lbs. 

..  0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

-     50 

7  4 

10.6 

0.1 

52 

-  .52 
-  .52 
-  .52 
50 

i,040 

1,040 

578 

578 

12,  117 

12,  117 

7.6 

10 

.3 

-  .52 
-  .53 
-  .53 
53 

1,087 

2,127 

523 

1,101 

12,391 

24,508 

7.6 

10.8 

0 

-  .53 
-  .53 
53 

1,056 

3,183 

f>26 

1,627 

12,550 

37,058 

-  .53 
-  .53 
-  .53 
-  .53 
.53 

1,037 

4,220 

554 

2,181 

12,072 

49,130 

7.8 

10.2 

0 

-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .54 
-  .55 
-  .55 
-  .54 
-    .53 
-  .53 

1,022 

5,242 

558 

2,739 

12,082 

61,212 

7.1 

11.1 

.2 

991 

6,233 

472 

3,211 

ii,77i 

72,98* 

7.0 

11.2 

0 

1,013 

7,246 

593 

3,804 

11,635 

84,618 

7.8 

10.7 

0 

1,011 

8,257 

448 

4,252 

11,838 

96,456 

61.4 

-  .140 

-  .197 

-  .279-  .529   7.47 

10.66 

.086 

1,032 

532  j  

12,057 



Temperature  of  superheated  steam  for  burners,  408.2  °F. 

The  angular  setting  of  the  burners  and  the  deflectors  for  the  entering  air  are  the  same  as  yesterday. 
(See  Test  No.  10.) 

The  smoke  averages  £,  the  maximum  being  £,  by  Ringelmann  charts. 
The  deposit  of  carbon  was  slight  and  fairly  uniform  across  the  back  wall  of  the  furnace. 

6939— 02  -^-7 


BUREAU    OF    STEAM    ENGINEERING. 


No.  12. — Test  of  oil  fuel  in  a  Hohenstein  water 
[Eight  hours  duration  with  natural 


Time. 

Steam 
pres- 
sure by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

Higher 
temper- 
ature. 

Lower 
temper- 
ature. 

Quality 
of 
steam. 

Air     ,   '•  Oil  in 
Outsidd  Alfir>n  j  weigh- 

ttlr-  \>~>\&. 

Gases 
at  base 
of 
stack. 

9am 

Us. 
277 
276 
276 
278 
217 
277 
278 
278 
277 
277 
275 
275 
275 
276 
275 
278 
278 
275 
275 
276 
273 
275 
275 
275 
273 
275 
275 
273 
275 
272 
275 
275 
277 

Deg.  F. 
118 
120 
120 
120 
118 
120 
120 
120 
118 
120 
120 
120 
120 
118 
118 
120 
120 
120 
120 
120 
120 
120 
120 
120 
120 
120 
118 
118 
120 
120 
120 
120 
120 

119.6 

Deg.  F. 
380 
382 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
378 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 
380 

Deg.  F. 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 
310 

0.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.996 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 
.995 

Ins. 

2.5 
2.5 
2.5 
3 
3 
2.5 
2.5 
3 
2.75 
3 
2.5 
2.25 
2.75 
2.75 
2.5 
3 
2.5 
3 
3 
4 
2.75 
2.5 
2 
2 
2.25 
2.5 
2.75 
2.5 
2.5 
3 
3 
2.5 
2.5 

Deg.  F. 
70 
72 
72 
72 
73 
73 
73 
74 
74 
74 
74 
75 
76 
78 
78 
79 
78 
80 
80 
80 
82 
82 
82 
82 
80 
80 
80 
80 
80 
80 
80 
79 
78 

Dcg.F.   Dcg.F. 
99 

Deg.  F. 

9  15  a  m 

102               ..)        -.   - 

9  30  a  m 

100         68 
99 

665 

9  45  a  m 

10  a  m 

100  I  

10  15  a  m 

100  !           i 

10  30  a  m 

100         68 
100  !.. 

660 

10  45  a  m 

11  a  m 

100        

11  15  a  m 

98 

11.30  a.  m  

.102  ;      69 
104 

655 

11  45  a  m 

12  m 

104 

12  15  p  m 

102    

12  30  p  m 

104  !      68 

106 

660 

12.45  p.m  

104 

104    

1  30  p  m 

104         68              665 
105 

104    

2  15  p  m 

105    

2.30  p.m  

106         68 
104    

650 

105      

3.15  p.m  

3  30  p  m 

10S              

106         68              070 
106    

3  45  p  m 

106 

A    Pr  m  

105 

4  30  p.  m  

106         68 
106    

660 

5p.m  

110    

Average  

275.  7 

995 

" 

103         68.1 

i 

661 

State  of  weather,  partly  cloudy. 
Barometer  at  noon,  30.05  inches. 
Kind  of  fuel,  Beaumont  oil. 


Draft  opening  into  furnace,  500  square  inches. 
Pressure  in  oil  pipe  air  chamber, 


jric»ou.ic  nj.  un  p*.!-"^  a'±i  \^j.ic*iia.^v^i.,  4o  pounds. 

Temperature  over  fire-room  platform,  average  192°  F.,  maximum  200°  F . 


KVRKAT    OF    STKAM     KN<  i  I  NKKKI  N< ;. 


99 


tube  marine  boiler,  September  22,  1902. 
draft,  using  steam  burners.] 


Pres- 
sure of 
steam 
used  in 
spray- 
ing oil. 

Draft  pressures,  in  inches  of 

\\  liter. 

Flue  gases. 

Oil  burm-il. 

Strain  UM'd 
l>y  l.unn-rs. 

Ki-nl  ' 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

0. 

CO. 

Per 

hour. 

Total. 

I'd 

hour.    r°tnl- 

Per 

hour. 

Total. 

Lbs. 

90 
90 
90 
90 
90 
92 
92 
91 
92 
93 
93 
93 
93 
90 
90 
92 
91 
91 
90 
90 
90 
90 
90 
90 
90 
90 
90 
91 
92 
91 
89 
88 
89 

-0.14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
—  .14 
-  .14 
-  .15 
-  .15 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
—  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .14 
-  .15 
-  .15 
-  .15 
-  .15 

-0.15 
-  .13 
-  .14 
-  .13 
-  .15 
-  .17 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .16 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .17 
-  .18 
-  .17 
-  .17 
-  .17 
-  .17 
-  .18 
-  .18 
-  .17 
-  .17 

1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  1  !  1  1  1  1  1  1  1  1  1  1 
P 
to  to  to  to  tc  to  to  to  to  to  to  to  to  to  ic  ic  tc  to  to  to  to  to  tc  to  ic  to  ic  tc  ic  tc  ic  to  to 

-0.52 
-  .53 
-  .53 
-  .52 
-  .53 
-  .64 
-  .53 
-  .53 
-  .53 
-  .53 
-    .53 
-  .58 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
.53 

* 

t 

* 

Lbs. 
0 

Lbs. 
0 

Lbs.      Lbs. 
0           0 

Lbs. 
0 

Lbs. 
0 

8.6 

9 

0.2 

, 

1,157  .  1,157 

635        635 

13,  375 

13,  375 

9 

8  7     1      * 



1,147 

2,  304        740 

1,375 

13,425 

2ti,800 

8.5 

9.3 

.2 

1,  115 

3,419 

747 

2,  122 

13,109 

39,909 

8.2 

9.5 

0 

1,112 

4,531 

509 

2,631 

13,  112 

53,  021 

-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .54 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 
-  .53 

8.5 

9.5 

0 

1,125 

5,656 

710 

3,341   13,433 

66,454 

7.5 

10.1 

.2 

1,066 

6,  722 

821 

4,162   12,548 

79,002 

8.6 

8.6 

0 

1,167 

7,889 

538 

4,700   13,810 

92,  812 

8.6 

9.6 

.2 



1,085 

8,974 

605 

5,305  12,735 

105,547 



91 

-  .142 

-  .1641—  .211 

-  .530 

8.44 

9.29 

.014 

1,122 

663 

13  193 

Temperature  of  superheated  steam  for  burners,  401  °  F. 
Setting  of  burners  and  deflectors  unchanged.    (See  Test  No.  10.) 
The  smoke  averages  f ,  the  maximum  being  £,  by  Ringelmann  charts. 
No  increase  in  the  deposit  of  carbon. 

Blew  down  boiler.    Much  mud  in  the  water;  also  considerable  soot  among  the  tubes  and  on  the 
baffles. 


100 


BUKEAU    OP    STEAM    ENGINEERING. 


No.  13. — Test  of  oil  fuel  in  a  Hohenstein 
[Eight  hours  duration  with  natural  draft, 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

High- 
er 
tem- 
pera- 
ture. 

Lower 
tem- 
pera- 
ture. 

Qual- 
ity of 
steam. 

Out- 
side 
air. 

Air  in 
fire 
room. 

Gases 
at 
base 
of 
stack. 

Air 
from 
Root 
blow- 
er. 

Super- 
heated 
steam 
for 
burn- 
ers. 

Oil  in 
weigh- 
ing 
tank. 

10  a  m 

Lbs. 
275 
275 
275 
283 
278 
279 
276 
279 
279 
279 
279 
279 
279 
279 
278 
277 
277 
277 
278 
278 
278 
277 
279 
278 
279 
279 
279 
278 
111 
279 
279 
279 
279 

Deg.  F. 
114 
116 
116 
122 
126 
122 
130 
128 
126 
118 
120 
120 
128 
124 
120 
120 
124 
122 
120 
120 
120 
120 
120 
120 
124 
122 
128 
120 
126 
120 
128 
118 
120 

Deg.  F. 
380 
380 
382 
382 
382 
382 
378 
380 
380 
380 
380 
380 
380 
880 
378 
378 
378 
376 
376 
378 
378 
378 
378 
378 
378 
380 
380 
376 
378 
378 
378 
378 
378 

Deg.  F. 
310 
310 
312 
312 
312 
312 
312 
312 
312 
312 
312 
312 
312 
310 
312 
312 
312 
310 
310 
310 
312 
310 
310 
310 
312 
310 
310 
310 
310 
310 
310 
310 
310 

0.995 
.995 
.996 
.996 
.996 
.996 
.997 
.9% 
.9% 
.996 
.996 
.996 
.9% 
.995 
.997 
.997 
.997 
.997 
.997 
.996 
.997 
.996 
.996 
.996 
.997 
.995 
.995 
.997 
.996 
.996 
.996 
,996 
.996 

Ins. 
2.5 
3 
2.5 
3 
3.5 
3.25 
2.5 
3.25 
2.5 
3 
2.5 
2.75 
2.75 
2.75 
2.5 
2.5 
2.5 
2.5 
2.5 
2.5 
2.75 
2.5 
2.5 
2.75 
2.75 
2.75 
3 
2.75 
2.5 
3 
2.75 
3 
2 

Deg.  F. 
76 
76 
78 
80 
80 
82 
82 
78 
78 
78 
78 
80 
80 
80 
82 
80 
82 
90 
90 
90 
92 
84 
82 
80 
80 
80 
79 
78 
78 
78 
76 
74 
74 

Deg.  F. 
95 
95 
94 
92 
97 
98 
96 
102 
98 
98 
98 
100 
100 
100 
100 
99 
98 
99 
100 
102 
102 
103 
103 
102 
104 
102 
100 
102 
104 
99 
100 
98 
99 

Deg.  F. 

Deg.  F.  Deg.  F. 
110        356 
112        360 
112|        360 
112i        362 
112         350 
111         352 
112         352 
112         352 
112         356 
113.        358 
113!        358 
114         380 
114         380 
114<        380 
115         386 
115         382 
116         380 
116         380 
110         380 
116         382 
116         384 
116'        384 
116         384 
116         386 

lift'        388 
115.        386 
114         382 
1131        380 

114         385 
114J        388 
116         396 
114         398 

Deg.  F. 

10.15  a.  m  
10.30  a.  m  
10.45  a.  m  
11  a.m  

605 

72 



11.15  a.  m  
11.30  a.m  
11.  45  a.m  
12  m     

600 

72 

""600 

12.15  p.  m  
12.30  p.  in  
12.45  p.  m  
1pm 

72 

1  15  p  m 

1.30  p.  m  
1  45  p  m 

570 

72 

2pm 

2.15  p.  m    

""565 

2  30  p  m 

72 

2  45  p  m 

3  15  p  m 

3.30  p.  m  

560 

72 

3.45  p.  in  
4  p.  m 

4  15  p  m 

4.30  p.m  
4  45  p  m 

580 

72 

5  p.m  
6.15  p.  m  
6.30  p.  m  
5.45  p.m  

540 

73 

Average. 

278.2 

121.9 

.996  1      80.4 

99.4 

578         114 

1 

375 

72.1 

State  of  weather,  fair. 

Barometer  at  noon,  29.92  inches. 

Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  Root  blower,  215  per  minute. 

Draft  opening  into  furnace  in  square  inches,  average,  165;  maximum,  204;  minimum,  114. 

Temperature  over  fire-room  platform,  maximum,  182  °  F.;  average,  179  °  F. 

Pressure  in  oil  system  at  air  chamber,  20  pounds. 

Very  little  smoke;  at  times  none. 


BUREAU    OF    STEAM    ENGINEERING. 


101 


water-tube  marine  boiler,  September  27, 
using  "Reed"  air  and  steam  burners.] 


Pressures  per 
square  inch. 

Draft  pressure  in  inches  of 
water. 

Flue  gases. 

Oil  bunu-.l. 

Steam  used 
by  burners. 

Feed  water 

Air 
from 
Root 
blow- 
er. 

Steam 
for 
burn- 
ers. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Per 

hour. 

Total. 

Per 
hour. 

Total. 

Per 

hour. 

Total. 

Lbe. 
1.61 
1.61 
1.61 
1.58 
1.61 
1.46 
1.61 
1.61 
1.46 
1.61 
1.61 
1.61 
1.61 
1.61 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.46 
1.36 
1.46 
1.34 

Lbs. 
90 
93 
93 
95 
93 
94 
95 
95 
95 
92 
92 
92 
92 
91 
92 
91 
91 
90 
90 
90 
90 
90 
92 
91 
90 
91 
91 
90 
92 
92 
92 
90 
90 

-0.15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-   .15 
-  .15 
-  .15 
-  .15 
-  .15 
15 

-0.  15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-.15 

-0.  20  -0.  45 
-  .20—  .45 
-  .201-  .45 
-  .20;-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .  20  -  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20i-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .45 
-  .  20  -  .45 
-  .20-    .45 
-  .20-  .45 
-  .20'-  .45 
-  .20-  .45 
-  .20!-  .45 

-  !20i-  !45 
-  .20-  .45 
-  .20-  .45 
-  .20-  .46 

* 

* 

% 

Lbs. 
0 

Lb8. 
0 

Lbs. 
0 

Lbs. 
0 

Lbs. 
0 

Lb». 
0 

8.7 

8.7 

0 

1,051 

1,051 

967 

967 

12,  943  i2,  943 

7.5 

10.3 

.2 

;  

972 

2,023 

984 

i,95ii  ii,778!24,72i 

8.0 

9.6 

0 

1,006 

3,029 

1,042     2,993 

12,239 

36,960 

8.2 

9.4 

0 

1  

1,002 

4,031 

696 

3,689 

12,07849,038 

-  .15 
-  .15 

-  .15 
-  .15 
-  .15 
-  .15 

-:ll 
E  3 

-  .15 
-  .15 
-  .15 
-  .15 
-  .15 
-  .15 

7.8 

9.8 

0 

970 

5,001 

626 

4,315 

11,93660,974 

7.4 

11 

.2 

920 

5,921 

596 

4,911 

11,34872,322 

7 

9.2 

.2 

907 

6,828 

490 

5,401 

11,14583,467 

7 

10.8 

0 

864 

7,692 

455 

5,856 

11,92895,395 

1.51 

92 

-IZi 

-  .15 

-  .20 

-  .45 

7.70 

9.85 

.075 

962 

732 

11,9241  - 

The  front  wall  of  the  furnace  has  been  rebuilt  and  now  has  openings  8  inches  in  diameter  for  the 
burners.  This  provides  an  annular  opening  for  the  admission  of  atmospheric  air  around  each  biirner. 

September  26:  A  preliminary  run  of  9  hours  was  made  with  a  bridge  wall  built  across  the  furnace 
9  inches  from  the  back  wall  and  up  to  within  9  inches  of  the  lower  row  of  tubes.  The  wall  was 
hollow  and  had  perforations  in  front,  its  object  being  to  introduce  heated  air  at  the  back  of  the  fur- 
nace. The  front  of  the  wall  was  in  the  form  of  4  steps,  each  8  inches  high.  The  wall  proved  to  be 
too  high,  choking  the  draft.  In  preparation  for  the  trial  of  September  27,  the  top  step  was  removed; 
also,  to  reduce  loss  by  downward  radiation  of  heat,  inclined  sheets  of  asbestos  were  laid  on  the  low- 
est step  of  the  bridge  wall,  the  sheets  extending  to  the  front  of  the  furnace. 

September  27:  At  tlie  end  of  the  test  there  was  a  deposit  of  carbon  about  9  inches  in  diameter  on 
the  bridge  wall  opposite  the  right  burners.  The  perforations  in  the  bridge  wall  were  partially 
choked  with  slag  melted  out  of  the  brickwork. 


102 


BUREAU    OF    STEAM    ENGINEERING. 


No.  14. — Test  of  oil  fuel  in  a  Hohenstein 
[Eight  hours  duration  with  natural  draft, 


Time. 

Steam 
pres- 
sure 
by 
gauge. 

Tem- 
pera- 
ture of 
feed 
water. 

Calorimeter. 

Height 
of 
water 
in 
gauge 
glass. 

Temperature. 

High- 
er 
tem- 
pera- 
ture. 

Lower 
tem- 
pera- 
ture. 

Qual- 
ity of 
steam. 

Out- 
side 
air. 

Air  in 
lire 
room. 

Gases 
at 
base 
of 
stack. 

Air 
from 
Root 
blow- 
er. 

Super- 
heated 
steam 
ior 
burn- 
ers. 

Oil  in 
weigh- 
ing 
tank. 

9.15  a.  m  
9.30  a.  in  
9  45  a  m 

Lbs. 
279 
279 
279 
279 
279 
279 
279 
279 
279 
279 
279 
279 
•278 
279 
278 
279 
279 
279 
279 
279 
279 
279 
279 
279 
279 
278 
278 
279 
279 
279 
279 
279 
279 

Deg.  F. 
120 
120 
120 
112 
122 
126 
120 
120 
120 
120 
120 
120 
124 
120 
124 
120 
120 
124 
124 
120 
120 
124 
120 
120 
122 
120 
120 
120 
122 
120 
120 
124 
120 

Deg.  F. 
380 
380 
376 
380 
380 
380 
380 
378 
380 
380 
380 
380 
376 
376 
376 
376 
376 
376 
376 
376 
37(i 
376 
376 
376 
376 
376 
376 
378 
378 
378 
378 
378 
378 

Deg.F. 
312 
313 
314 
312 
313 
312 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
314 
316 
316 
316 
316 
316 
316 

0.996 
.997 
-  .999 
.996 
.997 
.996 
.997 
.998 
.997 
.998 
.997 
.998 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 
.999 

Ins. 
2.5 
2.5 
3 
2 
2.5 
2.5 
2.75 
2.5 
2.5 
2.5 
3 
2.5 
2.5 
3 
2.5 
2.5 
2.75 
2.5 
2.5 
2.5 
3 
3 
2.75 
2.5 
2.5 
2 
2.5 
2.25 
2.5 
2.5 
3 
3 
2.5 

Deg.  F. 
76 

78 
79 
80 
82 
82 
82 
82 
84 
86 
86 
84 
84 
84 
R4 
84 
85 
84 
84 
84 
92 
90 
90 
92 
92 
93 
96 
96 
92 
86 
83 
82 
80 

Deg.  F. 
98 
101 
102 
105 
106 
104 
108 
108 
109 
110 
111 
110 
112 
110 
111 
111 
112 
114 
113 
114 
114 
115 
118 
118 
118 
114 
116 
116 
114 
116 
116 
116 
118 

Deg.  F. 

Deg.  F. 
112 
111 
112 
113 
114 
114 
114 
114 
115 
115 
116 
116 
117 
116 
117 
118 
118 
118 
118 
119 
120 
120 
120 
120 
120 
120 
121 
122 
122 
122 
122 
122 
122 

Deg.F. 
400 
390 
404 
410 
386 
360 
354 
368 
370 
370 
363 
364 
430 
456 
476 
480 
484 
476 
480 
460 
460 
454 
450 
430 
420 
420 
420 
410 
380 
390 
408 
406 
402 

Deg.F. 

685 

74 

10  a.  in  



10.15  a,  m  
10.30  a.  m  
10.  45  a.  in  
11  a.  m  
11.15  a.  m  
11.30  a.  in  
11.45  a.  m  
12  m 



645 

74 

660 

74 



12.15  p.  in  
12.30  p.  m  
12.45  p.  in  
1pm 

""74 

645 



1.15  p.  m  
1  30  p  m 

600 

74 

1.45  p.  m  
2  p.  in  
2  15  p  m 

2.30  p.  m  
2.45  p.  m  
3pm 

630 

74 

3  15  p  m 

""655 

3.30  p.  m  
3.45  p.  m  
4  p  m 

74 

4.30  p.  in  
4.  45  p.  m  

640 

74 

5.15  p.  in  
Average. 



278.9 

120.  8 

998 

85.4     111.5 

'  645 

117.5 

416           74 

State  of  weather,  clear. 
Barometer  at  noon,  29.96  inches. 
Kind  of  fuel,  Beaumont  oil. 

Revolutions  of  Root  blower,  239  per  minute,  of  which  52  were  required  by  burner  in  auxiliary 
boiler. 

Draft  openings  into  furnace,  664  square  inches  until  10.30  a.  m.,  then  408  square  inches. 
Temperature  over  fire  room  platform,  maximum  196°  F.,  average  187°  F. 
Pressure  in  oil  system  at  air  chamber,  20  pounds. 
Average  smoke,  £;  maximum,  i  by  Ringelmann  charts. 


BUREAU    OF    STEAM    ENGINEERING. 


103 


water-tube  marine  boiler,  September  29,  1902. 
using  "Reed"  air  and  steam  burners.] 


!   Pressures  per 
square  im-h. 

Draft  pressure  in  inches 
of  water. 

Flue  gases. 

Oil  burned. 

Steam  used 
by  burners. 

Feed  water. 

Air 
from 
Root 
blow- 
er. 

Steam 
for 
burn- 
ers. 

Fur- 
nace. 

Com- 
bus- 
tion 
cham- 
ber. 

Tube 
cham- 
ber. 

Base 
of 
stack. 

C02. 

O. 

CO. 

Per 
hour. 

Total. 

Per 

hour. 

Total. 

Per 
hour. 

Total. 

Lbs. 
1.46 
1.46 
1.34 
1.46 
1.41 
1.41 
1.46 
1.46 
1.46 
1.46 
1.41 
1.46 
1.21 
1.21 
1.21 
1.21 
1.21 
1      1.46 
1.46 
1.46 
1.46 
1.46 
1.21 
1.21 
1.21 
1.21 
1.21 
1.34 
1.46 
1.46 
1.46 
1.46 
1.34 

Lbs. 
90 

88 

93 
93 
92 
90 
90 
90 
90 
90 
90 
93 
94 
92 

88 
89 

87 
87 
87 
88 
86 
86 
87 
86 
88 
90 
90 
90 
91 
90 

-0.05 
-  .05 
-  .1 

1 

-  !i 
i 

-0.1 
-  .1 
-  .1 
-  .1 

-;{ 

-?1 
-  .1 
1 

-0.2 
2 

-  '.2 
-  .2 
-  .2 
-  .2 
2 

-  '.2 
1 

-0.5 
-  .5 
-  .5 
-  .5 
—  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
—  .  5 
—  .  5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 
-  .5 

* 

* 

* 

Lbs. 
0 

Lbs. 
0 

Lbs. 

0 

Lbs.     Lbs. 
O1          0 

Lbs. 
0 

8.3 

9.7 

0 

1,143 

1,143 

808 

808  13,572 

13,  572 

8.3 

8.5 

0 

-  .1 

-  .1 

-  !i 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
i 

1,194 

2,337 

670  1,478 

14,376 

27,948 

1 

-  !i 
-  .1 
-  .1 
-  .1 

~:l 

—  *  l 

-  !i 
-  .1 
-  .1 
i 

1  •!  1  1  1  1  1  1  1  1  1  1  1  I  1  1  1  1  !  1  1 
sitototototctototototototototototototototo 

8.6 

8.8 

0 

1,133 

3,470 

684 

2,  162 

13,  97i 

4i,9i9 

8.5 

9.4 

.1 

1,145 

4,615 

281 

2,443 

14,  108 

56,027 

8.4 

9 

0 

I,i57 

5,772 

370 

2,813 

14,192   70,219 

8.4 

9.4 

.2 

-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
i 

-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 
-  .1 

i 

1,133 

6,905 

332 

3,145 

13,640  83,859 

8.6 

8.9 

0 

1,196 

8,101 

633 

3,778 

14,284   98,143 

9.1 

8.6 

.1 

.1 
—  .1 
-  .1 

-  .2 

2 
-  '.2 

".'.'.'.'.'.\'.".'..'.'. 

in 

1,115 

9,216 

680  4,458 

13,  972J112,  115 

1.37 

89-  .097 

-  .10 

-  .20 

-  .50 

8.53 

9.04 

.05 

1,152 



557 



14,014  

i 

Before  beginning  this  test  another  step  of  8  inches  was  removed  from  the  top  of  the  bridge  wall,  and 
brick  uptakes  were  built  in  the  furnace  so  as  to  lead  the  air  from  ihe  old  ash  pit  openings  vertically 
upward  to  the  burners. 

During  the  test  the  quantity  of  steam  used  in  the  burners  was  the  least  permissible,  i.  e.,  a  further 
reduction  would  result  in  the  production  of  smoke. 

At  the  end  of  the  test  there  was  a  deposit  of  carbon  10  inches  in  diameter  on  the  bridge  wall  oppo- 
site the  right  burners  and  one  8  inches  in  diameter  in  front  of  the  middle  burners.  The  openings  in 
the  bridge  wall  were  filled  with  slag. 


104 


BUREAU    OF    STEAM    ENGINEERING. 

Summary  of  tests  of  Hohenstein  marine 


Num- 
ber of 
trial. 

Date  of 
trial,  1902. 

Dura- 
tion of 
trial 
(hours). 

Kind  of  fuel. 

Oil  burner  used. 

State  of  weather. 

Height 
of  ba- 
rome- 
ter at 
noon. 

1 

2 

3 

4 

5 

•           6 

7 

1... 
2 

June  11 
June  12 

6 
4 

Beaumont  oil  
do 

O.  C.  B.  W.  (air)  
do 

Bright  sunny  day  
do 

30.02 
30 

3 

June  26 

8 

do 

do 

do 

29  70 

4  

June  27 

3 

do  

do  

Bright  sun,  few  clouds. 

29.94 

5 

Aug     2 

5 

do 

do 

Bright  sunnv  dav 

30.13 

6 

Aug  4-9 

116 

do 

do 

(See  log) 

29  89 

7  

Aug.  15 

6 

do  

do  

Thin  fleecv  clouds  

30.10 

8 

Aug   20 

3 

.do 

.    do 

Smokv     occasional 

30.08 

9... 

Sept.  12 

6 

...do... 

Hayes  (steam)  

clouds. 
Partly  cloudy  

30.16 

10 

Sept   19 

8 

.do  

O.  C.  B.  W.  (steam)  .. 

Thin  clouds  

30.20 

11 

Sept   20 

8 

do 

do 

do 

30.18 

12  

Sept.  22 

8 

...do   .. 

do  

Partly  cloudy  

30.05 

13 

Sept.  27 

8 

.do   .. 

Reed  (air  and  steam). 

Fair  

29.92 

14 

Sept  29 

g 

do 

do 

Clear      ..  . 

29.96 

Summary  of  test  of  Hohenstein  marine 


"o 

1 

Oil. 

Steam. 

Water. 

Economic  re- 
sults. 

I 

1 

t  (pounds). 

fill 

8 

Ifs 

5!I 

evaporated 

6)x(24). 

1 

|* 

I  (pounds), 

_.«§ 

~    M 

[I 

£_l 

1 

.t5  S  &  ?; 

•3-^oc 

•Oc  g 

o5— 

"f 

_sa 

0 

JN 

1 

te  fire  room  ai 
water)  . 

bo 

p 

•O 

;eam  consumec 
n  spraying  oil 
ming  34^  evai 
per  indicated  1 

| 

of  moisture  i 
100x(24). 

:ht  of  water 
corrected  for 
rel  and  steam 
tnd  end  of  test] 

II 

1} 

-_  B 

*! 

vaporation,  (H 

weight  of  wal 
steam  from  a 

,  (27)x(28). 

•09^ 

Is 
Ir 

evaporation 
er  pound  of 

2). 

5 

1 

O 

o 

l^Sl 

"g 

05 
| 

>QC^_'^    35 

'^3     .,  ^f 

s  >» 

9 

O 

g§§ 

o 

c   2- 

1 

1 

I 

tkSIs 

"3 

-t^ 

C 
O> 
g 

'Sill 

ll 

§ 

ll| 

1 
S 

It 

p 

s 

o> 

^  'CJ  O  Q< 

'Q    CU  ?    tlC 

afO 

§ 

^•5  ^—  ' 

« 

fc 

3 

^ 

£ 

& 

£ 

S 

W" 

&H 

W 

£ 

H 

i 

10 

22 

23 

24 

25 

26 

27 

28 

29 

3O 

31 

1..     .1.3 

10,584 

2,820 

0.983 

1.7 

117,  976 

115,960 

1.159 

134,  400 

11.15 

12.70 

2  2.3 

9,180 

3,770 

.980 

2 

96,928 

94,980 

1.177 

111,800 

10.56 

12.18 

3  0 

6,122 

827 

.984 

1.6 

78,000 

76,  740 

1.151 

88,  330 

12.74 

14.43 

4  3.3 

8,602 

2,550 

.981 

1.9 

88,604 

86,915 

1.161 

100,900 

10.30 

11.73 

5  0 

4,668 

1,153 

.986 

1.4 

58,  529 

57,700 

1.  151 

66,  380 

12.54 

14.22 

6  0        !  96,517 

18,240 

.985 

1.5 

1,192,482 

1,  174,  500 

1.160 

1,  363,  000 

12.36 

14.12 

7  0 

9,089 

7,800 

.995 

.5 

104,  631 

104,  100 

1.160 

120,  780 

11.52 

13.29 

8  3.75 

9,909 

3,950 

.988 

1.2 

92,  997 

91,870 

1.  161 

106,  690 

9.39 

10.77 

9  0 

3,600 

2,524 

.991 

.9 

43,  761 

43,  367 

1.153 

50,000 

12.16 

13.89 

10  0 

7,360 

3,412 

.995 

.5 

85,  791 

85,350 

1.162 

99,  170 

11.65 

13.47 

11  0 

8,257 

4,252 

.994 

.6 

96,469 

95,  880 

1.160 

111,190 

11.68 

13.45 

12  :  o 

8,974 

5,  305 

.995             .5 

105,  547 

105,020 

1.160 

121,  840 

11.77 

13.58 

13  i  0 

7,692 

8,166 

.996             .4 

95,605 

95,310  1    1.158 

110,  370 

12.43 

14.35 

14  0 

9,216 

6,838 

.998             .2 

112,  115 

111,890  i     1.159 

129,  570 

12.17 

14.06 

BUREAU    OF    STEAM    ENGINEERING. 


105 


iter-tube  boiler,  burning  oil. 


Average  pressures. 

1 

Average  temperature  (Deg.  F.). 

|  aJ'S^. 

JH| 

Draft  pressure  in  inches  of  water. 

d 

» 

Pi 

1* 

| 

o 
">. 

| 

X 

S$ 

*  0* 

11 

$ 

11 

1 

11 

•gjg^ 

9 

JB 

O 

£ 

j 

05 
• 

u 

| 

i 

i 

8 

I 

j) 

||S 

00 

Pressure  of 
spraying 
square  in 

Fire  room. 

Furnace. 

Tube  cham 

"o 

Revolution 

SJ 
M 

«B 

b 

Medium  us 

Chimney  gi 

Feed  water 

"*  2 

8 

9 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

273.  5 

3.20 

1.27 

0.78 

0.642 

0.25 

-0.49 

327 

85.4 

121 

(t) 

704.6 

120.7 

413.7 

273.  5 

4.62 

2.31 

1.66 

1.38 

.83 

-  .50 

423 

86 

121.5 

(?) 

779 

103.2 

413.7 

273.5 

.78 

0 

-.15 

-.19 

-  .25 

-  .35 

0 

79 

106 

102.5 

503.6 

128.5 

413.7 

273.5 

3.37 

3.25 

2.60 

2.02 

1.25 

-  .41 

483 

81 

108 

122 

854 

119 

413.7 

273.5 

1.41 

0 

-.15 

-.20 

-  .28 

-  .40 

0 

87 

112 

120 

557 

129 

413.7 

271.5 

1.31 

0         -.17 

-.23 

-  .30 

-  .46 

0 

79 

112 

113.5 

585 

119.4 

413.1 

272.5 

4.66 

0 

-.09 

-.13 

-  .21 

-    .54 

0 

77.6 

120 

161           747 

119.7 

413.4 

276 

4.68 

3.75 

3.40 

2.30 

1.86 

-  .53 

506 

82 

115 

136       1,017 

119 

414.5 

273.5 

32 

0 

-.20 

-.20 

-  .20 

-  .38 

0 

75 

98 

(?) 

449 

127 

413.7 

273.1 

29.9 

0 

-.20 

-.20 

-  .28 

-  .60 

0 

69 

98 

444.4 

596 

118  3 

413.6 

273.7 

61.4 

0 

-.14 

-.20 

-  .28 

-  .53 

0 

77 

106 

408.2 

628 

120.2 

413.8 

274.2 

91 

0 

-.14 

-.16 

-  .21 

-  .53 

0 

77 

103 

401 

661 

119.6 

414.0 

276.7 

92 

0 

-.15 

-.15 

-  .20 

-  .45 

0 

80.4 

99.4 

375 

578 

121.9 

414.8 

277.4 

89 

0 

-.097 

-.10 

-  .20 

-  .50 

0 

85.4 

111.5 

416 

645 

120.8 

415.0 

water-tubt  boiler,  burning  oil. 

Economic  results. 

Fuel  per  hour. 

Water  per  hour. 

'o 
be 

08 

I* 

1 

1 

bo 

a 

jx 

32 

M 

•1- 

S 

gj 

S    . 

11. 

If 

I- 

S.|. 

Ii 

ee 

T 

I 

.38 

fe 

« 

S 

k 

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